USA > Massachusetts > Worcester County > Athol > History of Athol, Massachusetts > Part 17
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As there were no dining cars on the line a restaurant was opened in the "Moulton" Depot serving passengers of those trains which stopped here "20 minutes for refreshments." This eating place was long operated by E. D. Brown who oc- cupied the second story of the depot as an apartment. Nearly sixty years ago William E. Wood came here and succeeded Mr. Brown in his business and his residence. As traffic over the Hoosac Tunnel Route increased additional restaurant facilities were required and a sizeable kitchen, built of wood,
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was attached to the northwest corner of the depot. In the evening hours of July 22, 1892 an accident happened in that kitchen and soon the entire structure was in flames, destroying the entire second floor and towers of the depot.
An old passenger car was speedily located nearby that served as our depot for several months. This ended the restaurant here which was quickly moved to Greenfield. The new struc- ture was rebuilt on the ruins for the walls were still useable. Instead of the bell, a weathervane was placed above the clock tower. As rebuilt, the tower was radically different from the old one and more in keeping with the architecture of that pe- riod, the first tower being a four sided flat roof affair with many doodads and much ornate iron grill work. Duplicated by another such tower on the south side of the building there were lower ones at each of the four corners. In this rebuilt station the Boston & Maine does business today.
Early in January, 1900 word came to us that the old Fitch- burg was to be leased to the Boston & Maine. We with much attachment to the old management were disturbed. One hun- dred fifty citizens signed a remonstrance but without effect. Immediately after World War I a consolidation was effected whereby the Boston & Maine took over the assets of seven of its leased lines, among them the Fitchburg. This did not do away with the underlying owership of the Vermont & Massa- chusetts which requires the Boston & Maine to pay rental on this line until the year 2873. As the years have passed we have become thoroughly reconciled to the change and in fact glad to be on one of the main lines of a great Eastern railway sys- tem.
The New York, New Haven, and Hartford Railroad which partially controls the Boston & Maine Railroad system had a Corps of Engineers quartered at the Athol House in 1912 to survey for a new and more level route for the Fitchburg Divi- sion from Fitchburg to Greenfield. Although this route has never developed yet it is said that the data acquired by these surveyors is now owned by the Commonwealth and the route may some day be developed into a super highway.
The history of our transportation, particularly railroading, would be incomplete without mention of those of our town who believed in it and so faithfully served it.
George W. Bishop, who came to Athol from northern Ver- mont, was Section Foreman for a time, then Roadmaster of this Division for many years. In 1895 he was appointed one of the Railroad Commissioners of this Commonwealth which position
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he held for many years. He was a Selectman here for two years and was especially active in Masonic circles, having been a permanent voting member of the Grand Lodge of Masons of Massachusetts for a long time.
Chandler Wright Moore operated the livery stable at 80 Ex- change Street and ran the depot hacks from about 1850 until his death in 1900. He was the local Express Agent for nearly a half century.
Homer G. Sedgwick served as local station agent for the Boston & Albany Railroad Company for twenty-five years, re- signing on October 21, 1902.
Ginery Twichell, a native of this town and for years a stage driver throughout this area, early saw the prominence the rail- ways would have in the development of this country and cast
GINERY TWITCHELL 1811 - 18 The only Son of Athol known to have sat in U. S. Congress
his lot with them. He was successively President of the Boston and Worcester Railroad, of the Atchinson, Topeka and Santa Fe Railroad, of the Boston, Barre and Gardner Railroad, and of the Boston Hoosac Tunnel & Western Railroad. Like Mr. Crocker he sat in the halls of Congress for a time, being the
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only son of Athol so far to attain that honor. Born on Rice- ville Road, Hon. Ginery Bachelor Twichell died at the age of seventy-two in Brookline. Given by relatives in memory of this illustrous son, a memorial fountain was placed in 1898 at the center near the site of the old tavern where he drove up so many times on his stage coach.
Col. George Whitney, who had much to do with expediting the completion of the Hoosac Tunnel, died in Royalston in 1897. A native of that town, he was for years its leading citi- zen. He represented us in the Legislature of 1859, was our State Senator in 1863 and 1864, and a member of the Gov- ernor's Council for five years. In 1877 he sought the Repub- lican nomination for Lieut. Governor but was defeated by John D. Long of Hingham who not only achieved the Governorship but became Secretary of the Navy in Mckinley's cabinet. When in 1890 it appeared that Mr. Long was likely to be a formidable candidate for U. S. Senator agains the aspiring Henry Cabot Lodge, Mr. Whitney asked us again to send him to the House of Representatives. His request was granted. Thus he was on the job to assist Mr. Lodge and defeat his old antagonist, Gov. Long. Col. Whitney was influential in the management of the railroad affairs in South Royalston, and for many years ran the woolen mill there, later operated by the American Woolen Company.
As emphasis on the acute competition our road has always endured, an explanation of the "Wagner" car will give a better understanding. From the days of the first proposed line through here to this day we have been hampered at every turn by the jealousy and restrictions of the promoters of the south- ern route. now the New York Central lessee. They opposed our charters and state subsidies. When trains were possible all the way from Greenfield to Troy they tied up the Pullman Company so that this line could not use its cars thus driving it to the use of the Wagner cars, produced by a company long since extinct. Further, our western connections could not be over the four track Central which prohibition drove this road into an alliance with the West Shore line. Later when that line passed under the Vanderbilt control we were gradually re- stricted until today only freight cars traverse the line to Rotter- dam Junction, miles nearer Boston by our route than over the Boston and Albany. Thus to paraphrase a witty saying of another, "Only a hog can ride in a through car from Chicago to Boston" over the Hoosac Tunnel Route.
One day about 1936 word came that a freight drawn by a diesel engine had just passed Millers Falls on its way through
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Athol. A group of us gathered at the depot and awaited the arrival of this innovation which sailed majestically through the station and was soon out of sight up the hill. This change was the death knell of the coal burner which in turn superseded around 1868 the old wood burning engines. Even the electric mules are abandoned in the Tunnel and all through traffic is motivated by this most modern development. The smoke and noise of the old railroad era are gone but not forgotten for the present high pitched series of mechanical sounds seem poor substitutes for the deep toned whistle and clanging of the big bronze bell.
Thus the story of our transportation development. Without the cooperation of these towns in this valley, the railroad might never have been and without the railroad this town probably would have advanced little from a rural community. When the railroad reached Athol there were but a few small factories in the area which is now the business center. It was the railroad which moved Athol downtown, expanded its industries, pushed its residential sections outward in all directions from the Station off South Street, and made it possible for this and other communities along its route to become centers of trade and social life for the areas which surround them.
The Street Railways
By the middle eighties the electric motor had become so well perfected that it became feasible to employ it in trans- portation and the Trolley Car began to supersede the horse cars. As the use of this newly developed motive power in- creased, local people began to predict that ere long this inno- vation would be established locally.
In 1890 two promoters named Dunham & Brown appeared in Athol seeking a street railway franchise and using as their sales argument that they would install the "double" trolley system" said to be an improvement over the single trolley sys- tem.
There was already under discussion the formation of a local group to establish a trolley line but these citizens had consid- ered the enterprise as a local betterment rather than a profit- able enterprise and therefore willingly stepped aside leaving the field clear for the outside promoters.
The Selectmen of Athol and Orange proceeded cautiously in the matter of granting a franchise and when it was granted it was so restrictive that it was never accepted by the propo- nents and the project died for the time being.
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As the trolleys were deemed by most of our citizens as ab- solute necessity for a progressive community a group of local citizens by 1892 had begun active consideration of financing the venture by local capital, but they speedily if not gladly suspended planning when an outside group, this time com- posed of citizens of Portland, Maine, entered the field. These
TROLLEY CAR
men, on February 9, 1893, petitioned for a charter which was. granted without undue delay and construction operations soon1 commenced. It was at first understood that the necessary car." barn would be built in Athol, the first location proposed being on land adjoining the Fair Grounds and Petersham Road, but when a purchase was attempted it was found that an informed local citizen had acquired title. Next the so-called "Circus Lot" on Brookline Road just south of the first dry bridge was. decided upon only to be met with the information that two local citizens had acquired that title. This ended negotiations: for an Athol location and the site in Orange, northwest of the. second dry bridge, was chosen and the car barn erected there ..
In June 1894 trolley cars began making regular trips from just west of Main Street Bridge to Orange but the laying of the tracks in lower Main Street was delayed by a bitter contro- versy as to their location, those on the north side of the street insisting that because of Main Street School the tracks should be on the south side of the street which was bitterly opposed by
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residents there. It was at a town meeting called to determine this location that Calvin Haskell proclaimed in a loud voice "Mr Moderator, the only location desirable for the street rail- way is out of town."
Åt another meeting largely attended, when long and acri- monious debate seemed inevitable, John P. B. Wells arose im- mediately after the meeting was formally opened and address- ing the Moderator said, "I move we do now adjourn." His mo- tion was supported by a heavy margin and no business was transacted, it being known that unless the town decreed other- wise the Selectmen would locate the tracks in the center of the street.
There was much fear that the cars would so alarm the horses of the town that driving along our streets would be dangerous. Therefore, as soon as service bgan on South Main Street, the street was full of citizens down there to acquaint their steeds with the innovation.
Opening the line to the uptown area was delayed by the con- struction of the School Street underpass and it was not until December 11, 1894 that the line was opened its entire length from Athol Fair Grounds to Shelter Street in Orange.
The company, as one of its very early activities, promoted an amusement park, first the old Central Park and later Brook- side Park, the latter being operated practically as long as the road continued under private management.
In the early days of trolleys here a line was proposed from Orange to Millers Falls to connect with the Connecticut Valley system and some money expended in preliminary work but that line was never built.
By 1912 local sentiment was very strong for a trolley line through Petersham to Worcester but that enterprise never got beyond the stage of agitation.
The promoters of the railway early acquired the franchise of Athol Gas & Electric Company and the two services (street railway and street lighting) remained under one management for several years.
After some years these properties were acquired by a group of local citizens, of whom George D. Bates, William D. Lucy, Hollis M. Slate and Wilson D. Smith are remembered, their ownership continuing until the early months of 1911 when the system together with the Templeton line were bought by the
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Connecticut Valley Street Railway Company and in 1913 the name changed to the Massachusetts Northern.
By 1920 the automobile had begun to make inroads into the patronage of the trolleys and they ceased to be profitable, then came the question of maintaining transportation facilities for few could envision the "Bus" lines of today.
After much agitation it seemed wise that Orange and Athol should acquire the old Athol-Orange system and continue its operation and an enabling act passed by the legislature. Orange declined to participate but Athol voted a substantial majority to assume the ownership.
An Electric Railway Commission was created with a mem- bership consisting of David Findlay, Edward J. Hayden, Ralph D. Sutherland, E. Warren Tyler and Winfield W. Woodward, and a bond issue of $30,000. authorized on this account. The Trustees paid something slightly over $20,000. for the prop- erty, the remainder of the loan being held against expenses.
George S. Donley, long connected with the system, was en- gaged as Superintendent and he continued until the road was abandoned and its assets sold.
Developments of the last quarter of a century make it ap- parent that the attempt to continue the road was a most un- wise one but we could not see it at that time and people could not become reconciled to giving up the trolleys for the then rather crude busses. It is probable that had economic condi- tions remained stable the road would have continued some years longer but the severe depression following the stock market crash of 1929 spelled its doom. When in March 1933 all our banking institutions were closed and our two Federally chartered commercial banks never allowed to open again the partonage of the street cars fell off to such an extent that Athol voted to discontinue operations and sell the equipment of the road.
Immediately a bus franchise was much sought after, it being finally granted to Templeton Street Railway, which com- pany speedily engaged our former street railway superintend- ent, George S. Donley, as its local manager, and under his skillful operation the bus system still operates satisfactorily.
Templeton Street Railway
The closing days of the nineteenth century and the first de- cade and a half of the twentieth sawmuch activity in the con-
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"struction of inter-urban street railways. Millions were lost in unwise extensions of the trolley system and millions more es- " caped by a narrow chance.
Locally the extensions actually proposed were from Orange to Millers Falls, from Athol through Petersham to Worcester in 1900 and through Phillipston to Templeton. Only the last "named project ever materialized. In August 1900 a franchise was granted to the Phillipston Street Railway and its tracks soon laid. In July 1903 it was consolidated with the Templeton Road then having lines into Gardner, Otter River and Win- chendon. At that period it was possible to make a trip by elec- tric railway from Athol over most of Massachusetts, the route to Western Massachusetts being only a long a circuitous route through Fitchburg, Worcester and the Brookfields.
This author once made a trip to Boston by electric car, starting in the early morning, stopping off an hour at Clinton to eat a lunch taken along, and arriving in Boston suburbs in the late afternoon.
This Templeton Railway still holds its charter but its tracks were abandoned and taken up when Athol took over the Athol- Orange system.
Telegraph
As early as 1866 the Western Union took unto itself some 340 small independent companies which had grown up within the two previous decades. Whether it was a small independent company first brought this utility to Athol or whether the Western Union itself, grown powerful with the years, first established it here I do not know. That its beginning here was closely allied with the railroad company I do know.
The development of the telegraph entailed almost prohibi- tive expense for an independent right of way and as the rail- road already owned a roadway and could easily provide pole space as well as office facilities, it is natural that the pioneer telegraph companies should exchange service to the railroad in the running of its trains for pole locations and office accom- modations.
Some seventeen years after the message "What Hath God Wrought" was flashed over the wires, the telegraph line came to Athol.
In the closing days of the Civil War Edgar A. Smith, but fifteen and one-half years old, entered the employ of the Ver- mont & Massachusetts as the first telegraph operator of the
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Athol Station. I have been told that the news of Lee's sur- render and of Lincoln's assassination came here over the wires, so telegraph facilities must have been available early in 1865. Sometime later Ed Smith was in the Fitchburg office of the Company, returning to Athol in 1873 to associate himself in the Transcript management but soon to return to Fitchburg where he became Train Dispatcher of the system. He was eventually retired and removed to Somerville, Massachusetts where he died some years ago.
Who succeeded Ed Smith at the keys in Athol I do not know but in 1871 Fred H. Harvey came here as operator remaining some eight years. I well remember Fred Harvey, small of sta- ture, aggressive by nature, but liked by all. In 1879 Harvey resigned because of ill health and removed to the Far West.
To fill his place Zephorine Emeline Carter, then operator at Grout's Corners, was transferred to Athol and here she re- mained until her death on November 18, 1924. She was a na- tive of Charlemont who learned telegraphy at Shelburne Falls. A strong personality, she was liked by some and roundly hated by others. I always rated her enemies as those who were not willing to give their best to the service of their employing rail- road system. She saw this line develop from a single track local when she first went to work for it into a link in a great trans- continental route and then saw the iron hand of competition and exclusion reduce it again, so far as the public is con- cerned, into nearly its former estate.
It was two years after Miss Carter came here that R. William
Z. E. CARTER 1846 - 1924
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Waterman installed in his office in the Brock Block, 560 South Street, the first telephone in Athol, and it was several more years before that means of communication came into general use, so upon Miss Carter fell not only the railroad work but also a very heavy commercial business. Her hours of employ- ment were from 8 a. m. to 8 p. m. with time out for two meals, but those meal hours were often impossible because of some emergency. Much of the time a night operator was also on duty but the bulk of the work fell on the day operator.
A trial was made of a telegraph business office in the Pequoig Hotel lobby around 1896 but that was soon discon- tinued. In 1915 a commercial office opened at 62 Exchange Street which was moved to the Parmenter Block in 1917 and to its present location in 1931.
After Miss Carter's death the function of the telegrapher and the ticket seller were combined and the old ticket office at the center of the waiting room on the south side of the depot building was abandoned. The Depot was Miss Carter's pride. Through her efforts the grounds were beautified and much shrubbery set out.
Not without competition did the Western Union establish itself here. Evidently for some three years after the Enfield Railroad was put in operation there was no telegraph line along that right of way but by 1874 the Springfield, Athol & North- eastern Railroad had taken over that line and by some alliance with the Franklin Telegraph Company a line was strung from Springfield to Athol and an office established here. The of- fice was opened in "Woodward's new block" sharing office space with the Athol Transcript on August 19, 1874, and Ed Smith, then a member of the Transcript staff, became its first operator. I do not know just how long this arrangement con- tinued but I am sure that sometime before Fred Harvey left here in 1879 the Springfield wire was in the Depot Office and all under Western management. Sometime in the middle eighties another company came in here with a line strung along the highway and opened an office as I recall it in the Cen- tral Block at about 423 Main Street, but in a short time it was absorbed by the Western Union, the independent line taken down and the office closed.
A Mr. Holman came here in 1889 seking a franchise for another competing company, the Commercial. By that time there was quite an accumulation of wires in our streets, al- though electric lighting was then in its infancy, and the tele- phone was not in very general use. The Board of Selectmen
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refused to grant this company the franchise asked for, so it built its line way south of the town along Chestnut Street, run- ning a single line into J. L. Balcom's shoe store at about 427 Main Street and began its service in March, 1890. This Com- mercial Company was purely a subsidiary of the Postal Tele- graph Company which explains why after a few years the name was changed to the Postal, continuing as such until 1944 when it was absorbed by the Western Union.
Two women stand out in my memory in connection with the Postal Company. Etta Bacon for a dozen years or more was its · operator. Her instruments were at the Pequoig House desk and she acted much of the time as bookkeper and assistant hotel clerk as well as telegraph operator.
May B. Burnham, later Mrs. M. C. Twichell, was a pupil of Miss Carter's who for nearly a score of years was the Postal operator with an office at different times in several locations.
To the end of Fred Harvey's career here few messages were received by ear, there being in every office a machine which wrote the messages out in Morse code on a paper tape much like the stockbroker's tape of today. But Miss Carter could follow the ticker by ear without difficulty, and soon eliminated the old tape machine. It has never been in use here since, al- though today the teletype seems in a measure to be a return to it.
The Telephone
Alexander Graham Bell's invention named the telephone was perfected in 1876 and first put to practical use on Lincoln's birthday in 1877.
On August 7, 1878 a promotion demonstration was held here at the Converse Ward Drug Store in Starr Hall Block and quite some general interest shown in the innovation. Among those who expressed an intention of subscribing for the service was R. William Waterman for his Worcester West Chronicle, then having its plant at No. 556 South Street on the first floor of Merritt L. Lee's Boot Shop, and when an exchange was es- tablished here April 19, 1881 the author's recollection is that the first instrument actually installed here was in the Chronicle office.
Converse Ward was general local representative and Arthur F. P. Conant of Orange, his assistant and local operator. When first opened, the exchange's only line out of town was the one to Orange. In August of that year 1881, a line was completed to Petersham. From Boston a line was early extended to Fitch-
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burg and soon put through to Gardner, but it was December 1881 when a line was built from Gardner through Baldwin- ville to Athol. However, for several months after this connec- tion was made conversation with Boston was not possible as the line would not carry the voice that far, communications there- fore being relayed first from Fitchburg and later from Gardner.
Hattie E. Sawtelle soon became the only local operator, the equipment being removed from the Ward Store to a back room on the second floor of the Starr Hall Block, rooming quarters being included in the office space so that Miss Sawtelle could and did answer the infrequent night calls.
In 1910 the telephone company advised Miss Sawtelle that she was eligible for retirement as a "Pioneer" but she pre- ferred active work and at her request was installed in the Petrsham Exchange, then being opened, where she remained until 1929.
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