USA > Massachusetts > Bristol County > New Bedford > History of New Bedford and its vicinity, 1620-1892 > Part 47
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The New Bedford Iron Foundry is now located at the corner of Water and Cannon streets. It was founded many years ago by F. & I. C. Taber & Company, who were then located at the corner of Fourth and Bedford streets. They were succeeded in 1847 by Taber & Grin- nell, and in 1859, Joseph G. Grinnell became the sole proprietor. The present proprietor is Edmund Grinnell, who assumed control in 1873. The works have a capacity of twenty tons of castings per day and one hundred men are employed.
493
MISCELLANEOUS INDUSTRIES.
Bowker & Tripp, machinists and manufacturers of steam-engines, valves, etc., occupy the brick building at the corner of North Water and North streets. The business was established by Edward E. Bow- ker and Robert R. Sherman in 1874 on William street. In 1875 they removed to their present quarters. Mr. Sherman continued in the firm until 1878 when he sold his interest to F. S. Tripp, since which time there has been no change in the firm. Twenty men are employed.
The foundry of the Acushnet Iron Company is located at the corner of North and Water streets in the same place where it was established in 1878 by Augustus Swift, who is still the proprietor. Mr. Swift had previous to that time been in charge of the Boston and Fairhaven Iron Works, at Fairhaven. Castings of various kinds are made and general jobbing is done. From thirteen to fifteen men are employed.
The machine shop of D. W. Wilson occupies a part of the building at 21 Commercial street. Mr. Wilson began business there in 1889 and at present employs eight hands and does steam fitting, hot water heat- ing and machine work.
The New Bedford Machine Shop. This establishment occupies the lower floors of the stone building at the corner of Coffin and South Water streets. The business was begun in 1864 by Jonathan Bourne and was conducted by him until June, 1890, when Brownell & Besse assumed control and carried on the business until February, 1891, when upon the death of Mr. Brownell, Edward L. Besse became sole proprie- tor.
Luscomb & Corey, machinists, occupy the building at 13 Rodman street. The firm is composed of Frederick W. Luscomb and David A. Corey, and the business was begun by them in October 1885. They employ seven men.
The Jenney-Star Electric Company is located in a three story build- ing on North Front street, near Rotch's square. The company was incorporated in 1891 with a capital of $200,000 and the following offi- cers : President, J. A. Jenney ; treasurer, Albert W. Rounds; superin- tendent, Edward E. Bowker. These gentlemen also form the board of directors. Mr. Jenney, together with Mr. Bowker, an experienced and practical mechanic and machinist, manufactured the first improved dynamos in New Bedford and a new arc lamp in 1891. The company employs ten hands.
494
HISTORY OF NEW BEDFORD.
Hedge, Lewis & Company, manufacturers of shoe buttons, occupy the stone building at the corner of South First and Rivet streets, which was originally built for the New Bedford Rivet Factory. The present business was established by Hedge & Lewis in October, 1889, on Acush- net avenue, where the enterprise was carried on until October, 1890, when the firm removed to its present quarters. The firm name was changed to Hedge, Lewis & Company in January, 1890. Ten hands are employed.
Daniel Kelleher manufactures bomb guns and bomb lances at 56 Parker street. He began the business in this city in 1880. Eben Pierce manufactures bomb guns and bomb lances at 1212 William street. His business was established in 1870.
C. R. Sherman & Son, manufacturers of nautical instruments and electrical goods, are located at the corner of North Second and William streets. The business to which this firm succeeded was established in 1840 by John Kehew, who began making and repairing nautical instru- ments in a building on the west side of Water street between Elm and William. In 1864 he sold the business to C. R. Sherman and James Hanley, who carried it on under the style of C. R. Sherman & Co. Mr. Sherman had been with Mr. Kehew since 1841. In 1866 Mr. Hanley's interest came into the hands of Wendell Macy who remained in the firm until 1872, when Mr. Sherman took entire charge of the business and conducted it until 1880, when W. R. Sherman, a son, was received as a partner, and the firm has since been known as C. R. Sherman & Son. They have occupied the present location since 1886.
Paint Manufacturers .- The firm of George Kirby, jr., & Co. is com- posed of George Kirby, jr., George A. Kirby, and Eugene M. Barrows, The business was originally established by the senior member of the firm in 1861, on Pine street, where he remained until 1866. He then removed to Centre street, and was known as Humphrey, Kirby & Co. remaining in that location one year. In 1867 the factory was moved to the present location on Wall street, east of Acushnet avenue. Mr. Humphrey retired in 1877. George A. Kirby was admitted to the firm in 1885 and Mr. Barrows in 1887. The buildings were destroyed by fire in April, 1887, and a new factory immediately erected on the same site. Twelve hands are employed.
495
THE FIRST RAILROAD.
Brownell & Company, manufacturers of paints and colors, are located at 13 North Front street. The business was established by H. J. Brownell, at the corner of First and School streets, in 1879. Albion T. Brownell entered the firm in January, 1880, and has conducted it entirely alone since 1883.
Brightman Brothers are manufacturers of paints and colors at 7 Rod- man street. The firm consists of W. O. and F. W. Brightman, and the business was established by them in January, 1886. F. W. Brightman had been employed in the paint-mill of George L. Kirby for ten years. Four men are employed on an average.
CHAPTER XXIV.
TRANSPORTATION FACILITIES, ETC.
The First Railroad-Particulars of its Construction-Its Opening to the Public-The Road to Fall River-Express Business in New Bedford-The First Telegraph Line- Introduction of the Telephone.
N O active steps were taken towards the building of a railroad to New Bedford, until some time after the line had been completed to Taun-
ton. Passengers destined for Boston or Providence traveled by stage from here to Taunton and there connected with the railroad in either direction. The stages left New Bedford twice daily and arrived twice, making close connection with the trains and carrying the mail. The route for the railroad from New Bedford to Taunton, to connect there with the Taunton Branch Railroad was first surveyed in 1836 by Will- iam Gibbs McNeill and E. T. Chesbrough, engineers, and the total cost of construction estimated at $285,230. A later survey was made by George W. Whistler, and the estimated cost of the road placed at $400,000. Compared with the present day, railroading was in its in- fancy in 1836, and fears were entertained that troubie would be expe- rienced in making a substantial grade for a roadbed through the low,
496
HISTORY OF NEW BEDFORD.
swampy land several miles north of here. Joseph Grinnell and a few other influential men of the town, however, were persevering in their efforts to secure a railroad, no matter what obstacles had to be sur- mounted. The Legislature of 1838 passed an act incorporating Alfred Gibbs, Joseph Grinnell, and James B. Congdon, their associates and successors, as the Old Colony Railroad Corporation, for the purpose of building a railroad from Taunton to New Bedford. No reason is as- signed for the selection of the name " Old Colony Railroad," and it is evident the choice was reconsidered, for at the first meeting the name was changed to the New Bedford and Taunton Railroad Company.
The subscription books for the sale of stock of the Old Colony Rail- road corporation were opened at each of the banks in this town on the 30th of April, 1838. One dollar was required to be deposited on each share of stock at the time of subscribing. William W. Swain, one of the committee appointed to procure subscriptions, made a report to the effect that $293,000 had been subscribed. The list of original subscrib- ers is still in existence. There were 2,505 shares of stock taken in New Bedford by 205 persons, and in Boston 266 shares were subscribed, as well as 230 in New York. Those who took 100 shares were Gideon Howland, George Howland, John A. Parker & Son, and William Rotch, jr. A meeting of the subscribers was held at the Lyceum Hall, Wednesday, February 6, 1839, and the following directors chosen : Joseph Grinnell, Thomas Mandell, William W. Swain, William A. Crocker, Alfred Gibbs, Pardon G. Seabury, David R. Greene. At a subsequent meeting Joseph Grinnell was elected president, and Joseph R. Anthony, treasurer and clerk. Work was begun at once, and the contract for grading was awarded to William McDermott and I. M. Ross on May 7, 1836. The rails were purchased in England through Baring Bros. & Co., and weighed 50 pounds per yard. There appears to have been some delay in filling the order, and almost a year later it was voted to send George Howland, jr., to England " for the purpose of hastening forward the railroad iron."
In less than eighteen months trains were running into New Bedford, for the first time in its history. The location of the depot at Pearl street was decided upon at a meeting of the stockholders, by a vote of 1,563 to 258, it having been the subject of considerable controversy as to
497
OPENING OF THE RAILROAD.
whether it should be placed there or half a mile farther north in the vicinity of " Mr. Rodman's barn."
The railroad was opened to the public on the first day of July, 1840, from the depot on Pearl street, and just fifty years later, to a day, the foundations were laid on the same site for the present commodious and imposing freight depot. An excursion train left New Bedford at 8 A. M., carrying a large number of prominent people to Taunton, among whom were His Excellency the Governor of the Commonwealth, the the Lieutenant-Governor, members of the Council, the Hon. Mr. Grat- tan, English Consul at Boston, and many others. Returning to New Bedford, the company assembled at I o'clock in the town hall, where a bountiful collation had been prepared, and the room handsomely decorated by the ladies. There were five tables running the entire length of the hall, at which about three hundred persons were seated. Rev. Mr. Upham, of Salem, offered an impressive prayer and during the progress of the repast several toasts were responded to, among them, " His Excellency, the Governor ;" " The Boston and Providence Rail- road ;" " Edward Everett " " Our beloved Commonwealth ;" " The City of Boston ;" and others.
During the festivities at the town hall, Hon. Joseph Grinnell, presi - dent of the railroad, made an intellectual and fitting address, narrating the history of the enterprise which had been so successfully completed. He stated that this was the only railroad that had been built within the estimates and completed within the appointed time. The credit for this he bestowed mainly upon the resident engineer, Stephen S. Lee. Among others who made brief remarks on this occasion were Governor Morton, John H. Clifford, Josiah Quincy, jr., Judge Charles H. War- ren, James B. Congdon, Hon. Daniel P. King, William Sturgis, Thomas D. Eliot, Hon. Barker Burnell, of Nantucket; Nathan Hale, of Boston ; and Francis Baylies, of Taunton.
On Thursday, July 2, regular trains began running, leaving New Bed - ford at 6.30 A. M., and 3.15 P. M., leaving Boston on the return for Taunton and New Bedford at 7 A. M., and 4.15 P. M. On July 4th an excursion train for the general public was run to Taunton and return, all kinds of cars being fitted up for the occasion and hundreds of people making the trip. The fare for the whole ride was $1.25.
63
498
HISTORY OF NEW BEDFORD.
A description of the old depot on Pearl street as given in the Boston Atlas, July 2, 1840, reads as follows : "The car house and ticket office is built in the Egyptian style of architecture, with ends in imitation of the entrance of the catacombs, or the arches of gates. The appearance of the building is singularly odd and appropriate." Of the columns re- ferred to there were four in number, two of which were afterward re- moved to make room for the entrance and exit of passengers. William A. Crocker, of Taunton, was the first superintendent of the road, and the road - masters were Benjamin Kenniston and Amos Burnham. Rufus Godfrey, who had for many years carried on a freight business by wagon from this city, assumed a contract with the road to handle its entire freight traffic, and this arrangement continued for several years. The railroad dealt a severe blow to the packets which had freighted oil from New Bedford to Boston, and held out inducements in the way of rebates and low tariffs until it secured the bulk of the business. War- ren Ladd, who was afterwards agent at New Bedford and superintend- ent at this place for more than forty years, came to this city and began work as a clerk for Mr. Godfrey, with the opening of the road. He made out the first way bills in the freight office, which was established at the north end of the station. Elias Sampson was the first ticket master.
The receipts of the railroad for the month of August, 1840, were $3,464.
The property of the road was sold April 1, 1873, to a corporation known as the New Bedford Railroad Company for $323,500, the latter company to pay the outstanding bonds of $171,500. This company was consolidated in 1873 or '74 with the Boston, Clinton and Fitchburg Railroad, which gave the officials of the latter control of the New Bed- ford Railroad. The stockholders of the New Bedford were given the preference of taking shares in the new corporation for those of the old, or of being paid in cash. Most of them decided to accept the latter. This crippled the Boston, Clinton and Fitchburg financially and resulted in the consolidation with the Old Colony Railroad January 1st, 1879, which up to that time had been a competing line. It was in conse- quence of this competition that the branch from here to Fall River was built in 1876 to enable the New Bedford people to secure traffic for
499
THE FALL RIVER RAILROAD.
Fall River from the north. The present passenger station was finished and occupied June 21, 1886. The land on which it stands was par- tially used at one time as a ship yard, and for a great part of the dis- tance between the depot and Acushnet avenue the ground has been filled in and taken the place of water. The location was selected prin- cipally with the idea of making it more convenient for the trains to run through to the steamboat wharf. At present eight passenger trains run each way north and south, and four east and west each day, the former via Taunton and the latter via Fall River. The tonnage of coal for the year ending July, 1881, was about 230,000 tons, while in 1885 it was only 95,000., William B. Fisher, the present local superintendent, succeeded Warren Ladd in 1885, but has been with the Old Colony for twenty years. He has jurisdiction over all departments of the road in New Bedford, including both rail and boat, the latter business assuming large proportions during the summer season. The company also has a line of propellers running to New York every day, which are devoted to the transportation of freight. Luther G. Hewins, the present ticket agent, succeeded his father, who held that position for many years.
Fall River Railroad .- During a few years preceding 1874, when New Bedford was feeling the tide of prosperity that has continued to this time, the subject of connecting the city with Fall River occupied the attention of. a number of prominent men. The matter was dis- cussed in the public press, a committee passed over the proposed route to learn as to the feasibility of the enterprise, all of which action re- sulted in the formation of a company and contracting the building of the line in October, 1874. The contract was let to Henry W. Phelps, of Springfield, at $200,000. The road eventually cost considerably more than that sum, reaching nearly to $300,000. While a great con - venience, and at the present day of great value to the city, the road did not meet the expectations of its projectors, and it finally passed under control of the Boston, Fitchburg and Clinton Company, and in the gen- eral consolidation was taken under a lease by the Old Colony Company, by whom it is now operated. J. A. Beauvais, of New Bedford, was the first president of the company ; and continued until 1876, when he was succeeded by Harrison Bliss, of Worcester. The directors at the present time are Mr. Beauvais, Charles F. Choate (president), William Rotch,. H. A. Blood, Morgan Rotch, Frederick L. Ames, and J. S. Brayton.
500
HISTORY OF NEW BEDFORD.
Express Companies .- In early days the business of carrying express was so small that what freight did not come by the way of sailing ves- sels and occasional teams and wagons, was usually sent in care of the drivers of the different stage routes. Among the first to make a regular business of carrying freight and express between Boston and New Bed- ford were Samuel Cook and Rufus Godfrey, who drove baggage wag- ons, each making one trip a week, taking three days for the journey. They went by the way of the turnpike, driving their own teams. This was between 1830 and 1840. They often carried specie in quite large quantities, having no other protection than a dog or possibly a pocket pistol. When the Taunton Branch Railroad was completed, Cook changed his route, going from Taunton to Wareham, and Godfrey took the route from Taunton to New Bedford, carrying the freight and ex- press until the completion of the New Bedford and Taunton Railroad in 1840, when he took the contract for handling their freight traffic at this place. Elias Sampson, who had been agent of the old mail and accommodation stages, and had kept a hotel at Middleborough, came to New Bedford and assumed charge of the ticket business for the railroad.
Contemporary with the baggage wagons, and some time prior to the completion of the Taunton Railroad, a daily line of stages ran between New Bedford and Fall River, connecting there with lines for Providence and Newport. These stages were conducted by R. B. Kingsley. Some of the well-known drivers who drove on this line were Frank Blake, who was afterward clerk in the express office at Fall River for many years ; Josiah Bliss, afterwards a clerk on Kingsley's boat from New- port to Providence ; Josiah Thurston and Samuel Burnham. Later on this line of stages changed hands several times, and finally the business became insignificant, owing to the erection of railways. A line of stages was early established between New Bedford and Newport to meet the New York boat, by Nye Chadwick and Thomas Cole. Their stables were down by the old steamboat wharf, on Water street. Some of their drivers were Thomas Forbes, Robert Minkley and Thomas Dun- more. This line was very irregular in its hours of leaving and arriving, as the boat from New York was often late when the wind was unfavor- able. A line of stages, carrying small express, was also run to
501
EXPRESS LINES.
Plymouth by the way of Wareham, going one day and coming back the next. On alternate days it ran to Sandwich. Some of the familiar drivers on that line were Alden Reynolds, "Doctor " Maynard, and a man named Harris. The Sandwich line was afterward managed by Borden & Howard, and the Plymouth route was managed by Gass & Chandler. Both these routes came into the hands of Salmon F. Perry about 1850, as did also a route between New Bedford and Wareham, which had been conducted by one Onley, of Plymouth. Mr. Perry did his first staging at the age of nineteen, driving between Sampson's and Wareham, in 1836. In 1845 he began driving a baggage wagon and stage between New Bedford and Bridgewater, making the trip each day, a distance of sixty miles. He connected at Bridgewater with a line of stages for Boston and carried both passengers and express. The fare to Boston by stage was $1.50, and this compelled the railroad to re- duce their rates of fare which had been considered exceedingly high. Mr. Perry ran this line for about five years. He took a route to Ware- ham in January, 1848, and conducted it seven years, and also a line of stages between here and Mattapoisett. Some of the drivers on the old New Bedford and Boston route of stages managed by Mitchell, Smith & Co., Elias Sampson, agent, were Abram Poole, Dexter Dean, Jack Downing, Jacob Cushman, Gideon Southworth, Joseph Hunt and John Long. Some of the drivers on the line that ran between New Bedford and Taunton to meet the trains of the branch road, were Dexter Dean, Franklin Poole, Charles R. Sisson, William Peck, William Sims, afterward depot master at Myricks for many years; Andrew Sisson, Jacob Cush- man, Alfred Richards, who now runs the Little Compton stage; and George Richards.
Among the early express offices that were established in New Bed- ford within a few years after the completion of the railroad, there were in existence in 1849 the Boston and Providence Express, by Hatch, Gray & Co., 119 Union street; New York Express Office, by Godfrey & Munroe, via Fall River, 116 Union street ; New York Express Office, Davenport & Mason, via Stonington, 119 Union street; Nantucket Ex- press Office, Charles B. Swain, 119 Union street. In 1865, at the close of the war, there were six express routes operated by different parties as follows : Boston, Taunton and Providence, by Hatch & Whiting, 142
502
HISTORY OF NEW BEDFORD.
Union street; Boston, via Wareham, Albert R. Paulding, 122 Union street ; New York Express, Davenport, Mason & Co, 142 Union street; Nantucket, A R. Paulding, 122 Union street ; Edgartown Express, Sylvanus L. Pease, and John Mayhew, and Holmes Hole Express, by George Peakes.
Albert D Hatch began the carrying of express matter between New Bedford and Boston with the opening of the railroad, and the origin of Hatch & Co.'s line of express dates from that event. Under his ad- ministration the business developed rapidly and formed the foundation for the present extensive operations of that company.
Street Railways of New Bedford .- New Bedford was without street railways until the year 1872. The city then had a population of about 22,000, and the need of these popular lines of transportation was seri- ously felt, particularly by those coming here on their way to the Vine- yard. Passengers were compelled to make their way as best they might from the station in Pearl street to the steamboat wharf at the foot of School street. How long this condition might have remained but for the extension of the Old Colony Railroad to Wood's Holl is uncertain. When that improvement was inaugurated, the New Bedford and Taun- ton Railroad was forced, for self-preservation, to give its passengers better conveniences. The stockholders of this road, largely citizens of this city and identified with its prosperity, had long felt the need of a horse railroad, and appreciated the advantages it would confer on the public. After long discussion and the proposal of various plans, the stockholders of the railroad began the movement that resulted in success. The New Bedford, Martha's Vineyard and Nantucket Steam- boat Company, clearly discerning the benefits that would accrue to their interests, promptly enlisted in the project. A committee was chosen, a charter drawn and applied for, and on the 6th day of Febru- ary, 1872, the road was incorporated as the New Bedford and Fairha- ven Street Railway Company, with a capital of $50,000. The subscri- bers to the stock met on March 2, in the office of the Wamsutta Mills. Hon. Joseph Grinnell presided at the meeting. W. W. Crapo, Weston Howland, Warren Ladd, James V. Cox, George Wilson, Samuel P. Burt, Nathan S. Ellis and Andrew G. Pierce were chosen directors. At this meeting it was voted that three miles of street railway be built and
503
STREET RAILWAYS.
equipped as soon as the stock subscription would warrant it, provided that satisfactory arrangements could be made with the city of New Bedford and the town of Fairhaven, and that no free passes be granted except to officers and employees of the road. On March 5 the board of directors met, and Hon. A. G. Pierce was chosen president and treas- urer. S. P. Burt was elected clerk, and the subscription books were opened in Fairhaven. The route proposed and accepted by the city was from Linden street through Purchase street, Fourth street and School street to Front street. W. S. Barbour, the engineer of the Met- ropolitan Horse Railroad Company, of Boston, was employed to survey the road, and the contract for laying the track was awarded to Hon. George W. Lobdell, of Mattapoisett, and Elias Terry, of this city ; and it stipulated that the road should be completed to the Ferry depot from Linden street, a distance of 7,681 feet, by the 15th of June. At this time the New Bedford and Taunton Railroad Company had chosen a committee to see what amount of stock it was advisable for that com- pany to take in the horse railway.
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