USA > Massachusetts > Worcester County > Historical collections: containing I. The Reformation in France; the rise, progress and destruction of the Huguenot Church. Vol II > Part 36
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He commenced as a stock-broker in 1835, and was noted for his correct knowledge of the value of stocks and financial affairs, and was among the most reliable men of his time. By his last will and testament he bequeathed $120,000 to public uses. A large portion of this was given for the supply of books in the French language, on scientific subjects, to the library of Harvard college; another part was given to the city of Boston; the income to be expended for books of amusements for children in the public schools; and the remainder divided among eight charitable institutions.
446
SOUTHBRIDGE.
The charters of these several roads, their separate locations, length of line, and final union, were as follows :
First. - The Walpole road, extending from Dedham to Walpole, 8 miles, chartered on April 16, 1846.
Second .- Norfolk County road, extending from Walpole to Blackstone, 18 miles, chartered on April 24, 1847.
Third .- The Walpole and Norfolk County roads, united under the Norfolk County road, chartered on July 19, 1847.
Fourth .- The Southbridge and Blackstone road, about 34 miles, was chartered on May 1, 1849.
Fifth .- The Midland railroad, extending from foot of Summer street, Boston, to Dedham, about 12 miles, was chartered on May 2, 1850.
Sixth .- The East Thompson railroad, running through a part of Con- necticut, in the line of the Southbridge and Blackstone road, was char- tered in May, 1853.
Seventh .- The Boston and New York Central railroad was formed by the union of the Norfolk County, Southbridge and Blackstone, and the Midland railroads, using the East Thompson road as a part of the line, but not united in the corporation, was organized on December 12, 1853.
Eighth .- The Midland railroad, with the right to purchase all of the foregoing railroads, from Boston to Mechanicsville, in Thompson, Con- necticut, to unite with the Norwich road, and to include the branch from Webster to Southbridge, was chartered on March 19, 1858.
Ninth .- The Midland Land Damage railroad, with the right to take all the foregoing railroads, was chartered in 1861.
Tenth .- This road was organized as the Southern Midland railroad in 1863.
Eleventh .- The Boston, Hartford and Erie, including the foregoing, with an extension through the States of Connecticut and New York to the Hudson river, at Fishkill, was chartered in the year 1863.
DISTANCE AND LENGTHI OF THIS ROAD BETWEEN SOUTHBRIDGE AND BOSTON.
Miles.
Length from Boston to Dedham Junction,
66 Dedham to Walpole, 6,3%
Walpole to Blackstone, 1100
66 Blackstone to East Thompson, 100
East Thompson to Webster Junction, -
Webster Junction to Southbridge, - 11,34
Total distance from Southbridge to Boston, 70100
The road from Dedham to Blackstone, 2347; miles, cost $950,605.00, and was opened for travel, April 23, 1849, and finished to Mechanics- ville, the junction with Norwich and Worcester railroad, in the year
447
SOUTHBRIDGE.
1855. The entire line to the depot in Southbridge was finished by putting down the last rail at 51/2 o'clock, P. M., November 9, 1866, when the first train of cars, the same evening, having run from Boston, over the whole line, entered the depot grounds in Southbridge."
Through many delays and great disadvantages had in the construction of this line of road during a period of twenty years, principally for the want of ready cash capital, the money expended to complete and put the same in order for freight and passenger ears, including its full equipment, was about $5,000,000, for the 70 miles as now traveled between South- bridge and Boston.
The completion of this road was an affair anxiously looked for by the people of this town, from the time the charter was granted for the Southbridge and Blackstone road, May 1, 1849, a period of about 17 years.
It was not unexpected that the people here and vicinity would manifest great satisfaction at this desired result.
But it is proper to record here, that, amidst this rejoicing and congratulation, for the consummation of so desirable an object for the convenience of the citizens and the prosperity of the town, an accident occurred which caused great sadness on this occasion.
The following obituary notice in The Southbridge Journal, issued on Friday, November 23, 1866, following this occur- rence, is sufficient to illustrate this sad affair, without further comment :
"OBITUARY.
" Died at the Edwards House in Southbridge, November 20, Timothy Farrar Crane, son of Edward Crane, of Dorchester, Massachusetts, aged 23 years and 9 months.
" The record of his active life had but just commenced, when he met with the accident which terminated fatally; but it was long enough to disclose the leading traits of his character and give promise of a career of usefulness.
"He was born at Exeter, New Hampshire, February 8, 1843, and
448
SOUTHBRIDGE.
graduated at Yale, in the class of 1864. Ile took fair rank among his classmates at school and college. But his ambition led him to the study of matters pertaining to a practical life, rather than his text-books, although it is said that he excelled in mathematics.
" Since he graduated he has been engaged with his father in the con- struction of the Boston, Hartford, and Erie railroad. This was his chosen field of occupation, and he was intending to give to it the whole of his business life; but it has closed in the midst of his activity, and in the first budding of his manhood.
" On Saturday noon last, the 17th instant, in the line of his duty as superintendent of construction, upon this branch of said railroad, while riding upon one of the cars of the gravel train, the shackling gave way, and he was thrown violently upon the bridge over Main street, a short «listance east of the center village of this town, breaking his leg, disloca- ting his ankle and mangling his foot, also breaking his left arm in two places. He was taken to the hotel and attended by Dr. Hartwell, until his father and mother, and Drs. Miller and Clark, of Boston, arrived in the evening.
"His wounds were not examined on account of his low state until Sunday morning, when the bones were set, and his wounds properly dressed. But the shock to his system was too great. He never recovered from the reaction, but rapidly sunk away, remaining mostly in a state of unconsciousness till Tuesday morning, when he revived, and bade his father, and mother, and friends a long farewell; said he was prepared to die, and sank to his eternal rest upon the bosom of his Maker.
"Young Crane became a member of Rev. Mr. Mean's Congregational church, in Dorchester, January 1, 1859, and since has led a pure and holy life, consistent with his profession.
" The crape hanging at the doors of all the shops along our street, the anxious looks and tearful eyes on Tuesday, soon told how deep was the sorrow our people felt at the event of his death. Though a stranger to most, his prompt and energetic efforts to bring about the completion of our road, the inspiration his activity gave to the work, pushing it on with wonderful rapidity, and his genial and manly character, endeared him to all. He was the life of the enterprise under his care, and we loved him as a brother. Wednesday, a large number of our leading citizens, after a short prayer by Rev. E. B. Palmer, at the hotel, escorted the relatives of the deceased and the remains to Dorchester, on a special train, and returned in the evening."
449
SOUTHBRIDGE.
RAILROAD PROGRESS IN THE UNITED STATES.
The following table will show the extraordinary progress of railroad construction in the United States, each year, since the first railroad was built in this country (that of the Granite railway), at Quiney, Massachusetts, giving length of finished roads from January 7, 1828, to 1869 :
1828, miles finished, -
3
1849, miles finished, . - 6,350
1829,
..
28
1850,
7.475
1830,
41
1851,
- 8,589
1831,
..
54
1852,
11,027
1832,
.6
576
1854,
..
15,672
1834,
66
918
1856,
19,251
1836.
66
· 1,102
1857,
..
- 22,625
1837,
٠٠
1,421
1858,
..
25,090
1838,
- 1,843
1859,
- 26,755
1839,
- 1,920
1860,
28,771
1840,
- 2,197
1861,
- 30,593
1841,
. .
3,319
1862,
..
31,769
1842,
- 3,877
1863,
- 32,447
1843.
4,174
1864,
..
33,860
1844,
- 4,311
1865,
..
- 34,442
1845,
- 4,522
1866,
35,351
1846,
- 4,870
1867,
..
- 36,896
1847,
5,336
1868,
..
39,538
1848,
66
- 5,682
1869,
- 44,603
-
131
1853,
66
- 13,497
1833,
762
1855,
06
- 17,398
1835,
..
This may be regarded as a near approximation to a correct result. The progress of new roads and the extension of old roads is constant, and the difficulty great in always obtaining accurate facts.
450
SOUTHBRIDGE.
TABLE FOR 1868. MILES OF RAILROADS AND THEIR COST IN EACHI STATE AND TERRITORY.
States and Territories.
Miles.
Cost.
Total Miles.
Total Cost.
NEW ENGLAND STATES.
Maine
560
$19,789,521
New Hampshire
669
22, 975,319
Vermont -
604
25,347,149
Massachusetts
1,425
72,345.521
Rhode Island -
121
5,006,665
Connecticut
641
23,664, 859
MIDDLE STATES.
4,020
$169,129,034
New York
4,332
182,538, 123
New Jersey -
973
69,770,243
Pennsylvania
4,398
226,772,257
Delaware
243
7,483,596
SOUTH ATLANTIC.
9,946
486,564,219
Maryland
458
34,620,899
West Virginia
365
22, 972, 154
Virginia
1,494
49,365, 194
North Carolina
1,096
25,687,414
South Carolina
1,077
25,131,600
Georgia
1,575
34,352,624
GULF STATES.
6,065
192, 129, 885
Florida
440
9,416,000
Alabama -
953
28,511,726
Mississippi
900
25,508,404
Louisiana
371
14,386,557
Texas -
513
15,200,000
SOUTII-WESTERN.
3,177
93,022,687
Tennessee
1,436
44,386,387
Kentucky
813
28,799,285
Arkansas -
113
4,400,000
NORTH-WESTERN.
2,362
77,625,672
Ohio
3,500
150,000,000
Indiana
2,600
100,000,000
Michigan
1,200
44,500,000
Illinois
3,500
150,600,000
Wisconsin
1,200
48,500,000
Minnesota
570
18,200,000
Iowa
1,500
61,300,000
Missouri
1,300
55,000,500
INTERIOR WESTERN.
15,370
626,600,500
Kansas
648
30,800,000
Nebraska
555
21,000,000
Wyoming
510
25,000,000
Utah
500
18,000,000
Nevada
550
25,000,000
PACIFIC STATES.
2,763
119,800,000
California
750
30, 300,000
Oregon
150
5,000,000
900
35,300,000
Total miles and cost to January 1, 1869
44,603 $1,800, 172, 037
451
SOUTHBRIDGE.
In 1872 the length of railroads in the United States was more than 70,000 miles; at a cost of $3,500,000,000.
The length and cost of railroads in the last above statement include the Central Pacific and Union Pacific roads as finished.
These two roads, connecting the Atlantic and Pacific States, were united at 2.47 o'clock, P. M., May 10, 1869. The last rail was laid at Promontory Point with much formality. Telegraphic dispatches were forwarded by an attachment of the electric wires to the last spike to be driven, and the dis- patch was sent forward by the blow from the hammer as it fell upon the spike that fastened the last rail.
These wires, which received the dispatch by the blow of the hammer, were connected with San Francisco, Omaha, Chicago, New York, Washington, New Orleans, and many other places, which, being prepared, received the signal of the hammer about the same instant.
452
SOUTHBRIDGE.
LENGTH OF CONNECTING ROADS FROM BANGOR, MAINE, TO SAN FRANCISCO, CALIFORNIA.
Miles.
Miles.
Elevation above the Sea.
Bangor to Portland,
138
Portland to Boston,
108 |
246
Boston to Springfield,
98
Springfield to New York. -
136
234
New York to Dunkirk, -
461
Dunkirk to Toledo,
256
Toledo to Chicago,
529
1,246
Chicago to Omaha,
400
400
967 feet.
Omaha to Fremont,
46
1,215
66
Fremont to Columbus,
45
1,455
Columbus to Kearney,
100
2,128
Kearney to North Platte,
100
2,830
..
North Platte to Julesbury,
86
3,557
Julesbury to Cheyenne,
140
6,062
..
Cheyennne to Summit Black Hills,
32
8,262
66
Black Hills to Laramie, -
23
7,134
..
Laramie to Fort Benton,
123
7,534
Fort Benton to Green River,
149
6,092
..
Green River to Fort Bridger,
67
6,644
..
Fort Bridger to Echo Canon,
61
6,333
Echo Canon to Weber Canon,
52
4,462
Weber Canon to Summit of Pro- montory Ridge, the west terminus of the Union Pacific Railroad,
60
1,084
4,932
..
Promontory Point to Locom. Springs,
34
4,245
Locomotive Spr'gs to Humboldt Wells Humboldt Wells to Humboldt Lake,
270
4,047
6.
Humboldt Lake to Big Bend,
49
4,217
66
Big Bend to Truckee River,
100
5,860
Summit, 7,042
Truckee River to Cisco.
26
5,950
Cisco to Alta,
23
3,635
Alta to Colfax,
15
2,448
Colfax to Sacramento end of Cen- ) tral Pacific Railroad, -
50
697
Sacramento to San Francisco,
120
Total length Bangor to San Francisco
4,027
Proceedings at Promontory Point in laying the last rail to unite the Union Pacific and Central Pacific railroads, May 10, 1869. This location is in Utah territory.
"1st. Prayer by Rev. Dr. Todd, of Pittsfield, Massachusetts, asking the favor of Heaven upon the enterprise.
66
56
..
130
5,650
453
SOUTHBRIDGE.
" 2d. Laying the two rails opposite each other, preparatory for uniting the two roads.
"3. Presentation of spikes for fastening the two rails, one presented by Dr. Harkness, in behalf of California, for the Central Pacific rail- road; and one presented by the Hon. F. A. Tuttle, in behalf of Nevada and Arizona, and one presented by Governor Safford, in behalf of Union Pacific railroad. Governor Safford then made a response in behalf of Central Pacific road, and General G. M. Dodge addressed the assemblage in behalf of the Union Pacific road."
The spikes were now placed in readiness for driving, with wires attached, for delivering the messages of notice of fasten- ing of last rails.
The president of the United States, the Associated Press, and operators of telegraph lines at different points on the Pacific coast, and through the East were now notified by tele- graphic dispatches to be ready to receive the announcement of the blow of the hammer which would be the signal for dis- patching the news of the completion of this great enterprise. This announcement came to the city of Washington and other places at 2.20 o'clock, P. M., May 10. Mr. Tinker, manager of Western Union Telegraph office, in Washington, placed a magnetic bell-sounder in the public office of that company, connecting the same with the main lines, and notified the principal offices to be ready. New Orleans instantly responded, the answer being read from the tap on the magnetic bell in that office, and New York made the same response, when all sorts of inquiries came from many parts of the country, and Omaha replied " To everybody. Keep quiet. When the last spike is in readiness they will say, 'Done.' Don't break the circuit, but watch for the signals of the blows from the hammer." Pro- montory Point now says, " Almost ready ; hats off: prayer is being made." A silence for the prayer ensued. At 2.40 o'clock the bell tapped again; word came from Promontory Point, " We have done praying ; the spike is about to be driven." Answer is given, " We are all ready in the East."
30.A
454
SOUTIIBRIDGE.
Promontory Point now says : " All ready now ; the spike will be driven ; the signal will be three dots for the commencement of the blows."
For a moment there was silence, then the hammer of the magnet tapped the bell one, two, three, which was the signal ; another pause for a few seconds, then the lightning came flash- ing over the wires eastward, two thousand four hundred miles, from Promontory Point, the junction of the two roads, to Washington, and to many other points, announcing the blows of the hammer upon the spike, almost the same instant, and before the sound had ceased its echo in the ears of those who witnessed the performance.
At 2.47 P. M. Promontory Point gave the signal, " Done," and the continent was spanned with iron. The same operation was had at the various offices in the distant parts of the country.
The following dispatches were now passed :
"UTAH, MAY 10, 1869. " To Hon. Schuyler Colfax, Vice-President :
" The rails were connected to-day ; the prophecy of Benton is now a fact-' This is the way to India.'
(Signed) " SIDNEY DILLON. GEO. M. DODGE.
" JOHN DUFF. T. C. DURANT."
Response of the Hon. A. Oakey Hall to a dispatch from the Mayor of San Francisco :
"CITY HALL, NEW YORK, MAY 10, 1869.
"New York rejoiced when, almost half a century ago, by the com- pletion of the Erie canal the great chain of inland seas was united with the Atlantic ocean ; and the metropolis of America exults to-day, for the completion of the Pacific railway, uniting the extremities and coasts of an immense continent. Our flags are now flying, cannon booming, and old Trinity imparts a Te Deum of thankfulness; congratulations are in- adequate to express our thanks. Let May 10 hereafter be a day of re- joicing, as the time of completion of this great enterprise."
455
SOUTHBRIDGE.
LENGTH AND COST OF RAILROADS
IN THE UNITED STATES, AND SOME GENERAL STATEMENTS OF RAILROADS IN EUROPE, AT CLOSE OF YEAR 1872.
Total Miles.
Total Miles. 1871.
Total Miles. 1872.
Cost per Mile of Railroad.
United States,
70,178
Northern States, -
4,984
5,306
$49,592
Population to
Middle States, -
12,322
13,671
square mile of
Western " etc.,
29,319
33,062
territory, - 14.
Southern " etc.,
13,751
15,281
Square miles
Pacific
" etc.,
2,189
2,858
to a mile of
Railroad, - 43
62,565
70,178
Population to Square Miles.
Square Miles to Miles of Railroad.
Germany,
12,207
189
17
109,952
Austria,
5,865
158
40
73,915
France, -
10,333
155
19
158,714
Russia in Europe,
7,044
36
384
166,477
Great Britain, -
15,537
265
8
176,269
Belgium, -
1,301
430
9
106,987
Netherlands,
886
236
15
97,202
Switzerland,
820
175
18
87,134
Italy,
3,667
225
29
89,714
Denmark
420
111
34
57,112
Spain,
3,401
90
54
107,156
Sweden and Nor-
way, -
1,049
19
180
62,438
Greece,
100
71
199
50,000
Portugal,
453
99
81
101,311
Total cost of railroads in United States and Territories, in 1872, 70,178 miles, at $49,592,
$3,500,000,000
Total cost of railroads in United States and Territories, in 1860, at the commencement of the late Rebellion, or 30, 000 miles, up to that time, -
1,070,000,000
Total cost of railroads in United States and Territories in 1865, including about 35, 000 miles, at $42,000 per mile,
1,470,000,000
Total miles in 1868, 44,603 miles, at total cost,
1,800,172,037
It is known that the cost of railroads per mile, in 1872, was
456
SOUTHBRIDGE.
much greater than heretofore. The average cost per mile in 1867 was 42,770; in 1669 it was $44,255; in 1872 it had risen to $49,592, of cost and equipment.
Although through embarrassment and incompetency in the devising of plans and construction, together with much villainy, many roads have cost much more than was necessary by good, able management; yet most of the roads properly run, yield a fair income upon the whole expenditure ; while, in favorable locations, and by economy in the first outlay, they yield extraordinary profits.
But much of these large profits are covered up by the process of adding to actual cost by increasing stock, known by rail- road managers as the "watering" process.
The railroad from Boston to Albany, which includes the Bos- ton and Worcester railroad, and what has recently been known as the Western railroad, from Worcester via Springfield to Albany, together cost, up to 1867, $17,692,361, but now, by its market value, costs $24,301,751, an increase of 35 per cent. This road is no particular exception with good managed roads.
The question arises whether there is now, or not, a too great monopoly in this system; and if so, what course shall be taken to mitigate or relieve the country of the evil. As remarked in another place, that, so far as relates to passenger fares, it has no material effect ; but in freights, in many instances, it has proved a serions embarrassment upon business. To devise plans for facilitating transportation between the sea-board and the interior, and the great valley of the Mississippi, should command the most careful attention of the best minds interested in the welfare of the country.
RAILROAD SUBSIDIES.
The force of precedent has never been more strikingly illustrated than in the grants of lands and subsidies in bonds to railroads.
457
SOUTHBRIDGE.
The first law by Congress giving away lands was for home- steads in 1842, to Oregon pioneer settlers, to encourage the planting of Americans in the Pacific region; which was re- garded as an act of great liberality, and a concession on the part of Congress. About twenty years since an immense tract of land was granted to aid in building the Illinois Central railroad; but this was given only by alternate sections, and was a wise measure, for the reason that the future price of the land adjoining, and an equal quantity, was held by agree- ment at double the usual price, and was readily sold at $2.50 per acre, which enabled the government to realize full price for both the reserved and that of the grant, at the land office value $1.25 per acre; and a more ready sale than would otherwise have been effected.
The following grants for railroads have been made in differ- ent States, to the amount set against the same.
The following table gives the quantity of lands granted, and its proportion, according to the area of land in the several States in which the railroads are, that receive them :
For Railroads in Alabama, proportion to area 1.8
Acres. 3,730,000 4,804,000
Arkansas,
California,
66
66
1.10
3,720,000
66
Iowa,
Illinois,
66
66
1.14
2,595,000
..
6.
Louisiana,
1.17
1,579,000
Michigan,
1.7
5,328,000
Minnesota,
66
1.6
7,783,000
66
Mississippi,
..
1.15
2,062,000
..
Missouri,
66
66
1.7
7,753,000
66
66
Wisconsin,
66
1.16
5,378,000
To Pacific Railroad corporations,
Total, 57,587,000 124,000,000
For Wagon roads, -
3,225,000
Total for roads,
184,812,000
..
1.7
Florida,
1.17 2,360,000
1.5
6,750,000
1.11
3,745 000
Kansas,
458
SOUTHBRIDGE.
CANAL GRANTS.
To Ohio, 1,100,000
" Indiana, 1,439,000
" Illinois, 290,000
" Wisconsin, - 325,000
" Michigan, 1,250,000
Total gift grants, - 189,216,000
The total area of the public lands was 1,465,500,000 ; of which more than one eighth has thus been given away.
These gift grants far exceed all the lands in New England, New York, New Jersey, Pennsylvania, Ohio, Delaware, Mary- land, Virginia, and half of Indiana.
Many other schemes of a similar character have been brought forward, but the expose of the Credit Mobilier and other phuinders have in some degree had the effect to cause members of Congress to recoil from such ontrages, to save their reputation and popularity at home. The barefaced man- ner the members have been bribed to vote away these lands, has come home to some of them in a manner that will tend to their retirement.
THE AMERICAN OPTICAL COMPANY.
The charter for this company was granted by an act of the Massachusetts Legislature in 1869, with a capital of $40,000, divided into 400 shares of $100 each. The stockholders were: Robert H. Cole, E. Merritt Cole, Alpha M. Cheney, Charles S. Edmonds, George W. Wells, and H. C. Wells. In 1871 the capital was increased to $60,000 ; shares the same in amount as before.
This company erected a new building for their manufactory in 1872, at a cost of $35,000.
This is located on Mechanics street, and receives its water- power from the Quinebaug river.
459
SOUTHBRIDGE.
It is three stories in height, and has an area of flooring of 20,000 square feet, with a thirty-five horse-power Sibley water. wheel ; the premises are heated by steam, and lighted by gas made upon the ground of the establishment.
There are 300 windows, that light the different apartments, giving ample light for the workmen, who have their working- desks at the sides and ends of the walls of the building, in the several large rooms.
There are now employed 130 hands, mostly men ; but ten to fifteen girls are profitably engaged here.
The material used is about $15,000 each, gold and silver, besides the manufacture of about 300,000 annually of steel spectacles and eye-glasses ; but the whole prodnet inereases largely each year, and is deemed by the citizens of the town one of the best branches of industrial pursnit there eon- ducted; as the meehanies, being mostly men with families, add much to the general prosperity of the place.
This business was originated here by William Beecher, Esq., a skillful and enterprising mechanic and business man, about the year 1831, in connection with other mannfactures pro- duced from silver, which he commenced in this town about the year 1826.
In addition to the qualities of a skillful mechanie, he pos- sessed rare genius as an inventor. These qualities enabled him to construct machines, by which the most intricate and delicate part of the work is dispatched with great rapidity. Since his day in this business, E. Merritt Cole appears to have succeeded to the skillful and inventive powers possessed by his predecessor. Soon after the origin of the manufacture of silver spectacles here, Mr. Beecher added that of making steel spectaeles ; the first, it is believed, made in America. Also the manufacture of various styles of eye-glasses, which were extended largely to the different metals of gold, silver, and steel, the same as the different material from which their spec-
460
SOUTHBRIDGE.
taeles are made. The machinery for making screws, so small and delicate that the eye is unable to fully behold them, turns them out rapidly and in the greatest perfection. And so with all parts of this business. That for entting glass for the eyes is performed by the cam motion, and is simple though exceedingly ingenious; the same may be said with equal force regarding most of the nice machinery used here for the pro- duction of the various articles in this line of manufacture.
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