USA > Massachusetts > Bristol County > Fairhaven > Old-time Fairhaven; erstwhile Eastern New Bedford, Volume I > Part 20
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Due to the growing scarcity of the whale and the increasing demand for oil, larger boats were necessary in order to explore more remote regions. Voyages were of short duration, then longer, extend- ing to two, three, four and more years. In fact, we read in the New Bedford papers, the following: "A LONG VOYAGE. The bark
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'Belle,' of Fairhaven, arrived today, (Friday, September 10, 1852) from a whaling voyage, after an absence of seven years and nine months, having sailed December 19, 1844. Of the original crew, but one man returned."
Voyages of such length necessitated the construction of try- works on the deck of each whaler where the rendering process soon made the oil ready for the barrels, stowed, set up or knocked down, in the hold. The longer away from home, the more anxious became the friends and relatives of the members of the crew.
We find a paper-covered booklet, printed in 1843, entitled, "New Bedford Harbor Signal Book." Such leaflets were apparently pub- lished annually. In the booklet of 1843, a notice to the public ran like this: "The Telegraph Establishment derives its support from an annual subscription of fifty cents per ship, paid by the ship agents of New Bedford and Fairhaven ; an annual subscription paid by the Insurance Officers; and an annual subscription of one dollar by individuals."
The Signal Book of 1848, in our possession, is entitled, "New Bedford and Fairhaven Signal Book." It is in board covers, measur- ing about five by eight inches and has 91 pages. On page 81, we find this explanatory and informative material: "NOTICE. The Tele- graphic Establishment announces the earliest information of the ar- rival of vessels in the offing, by means of an outer and inner station, communicating with the station at the Observatory over the New Bedford Reading Room.
Upon the appearance of vessels in the offing, information is immediately communicated to the inner station, and thence to the Observatory, when signals are displayed as follows: When a ship is in the offing, a blue flag will be shown; and for a brig, a white flag. When two or more ships are in the offing, two blue flags will be hoisted; for two brigs, two white flags. As soon as the vessel approaches near enough to distinguish her signal, her numbers are given from the outer stations, and corresponding flags hoisted at the Observatory." The Fairhaven flags and number of each for this year (1848) were: Red, White and Blue, 12; Blue and White, 21; Red and White, 17. Total 50.
On page 59, we read : "Fairhaven Signals, Red, White and Blue." Then follows the colored flag of each Fairhaven Agent, the names of whom were as follows:Ezekiel Sawin, F. R. Whitwell, Atkins Adams, S. A. Mitchell, Nathan Church, Warren Delano, I. F. Terry, James Tripp, Jabez Delano, Jr., Gibbs & Jenney, Fish & Huttlestone,
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Edmund Allen, L. Jenney & J. Tripp, Bradford, Fuller . & Co., Lemuel Tripp, Lemuel C. Tripp, Sheffield Read. The names of Atkins Adams, I. F. Terry and L. Jenney & J. Terry were each duplicated since Mr. Adams and Mr. Terry were Agents of ships with both white and blue flags and red and white flags. The firm of L. Jenney & J. Tripp was Agent of ships with both red, white and blue, and red and white flags.
In addition to the names of Agents above, here is the list of those who acted as Agents between 1843 and 1860: Damon & Judd, Fish & Robinson, Albert Sawin, Marlbro Bradford, Alden D. Stod- dard, Levi Jenney, Jr., Phineas Terry, Fish, Robinson & Co., Joseph Tripp, M. O. Bradford, William G. Blackler, Asa Swift, Reuben Fish, Samuel Borden, Dexter Jenney, Stephen C. Gibbs, making 33 in all.
The names of the Fairhaven vessels of 1848 were : Heroine, Erie, Kingston, Martha, Omega, General Scott, Mary Ann, Oregon, John A. Robb, Leonidas, Lydia, Marcus, Maine, Albion, Arab, Clifford Wayne, Sarah Frances, South Boston, Joseph Maxwell, Favorite, James Monroe, Lagrange, Eliza Adams, Martha, 2d, Java, Herald, Amazon, William Wirt, Philip Delano, Samuel Robertson, Arab (bark), Wolga, Harvest, Adeline Gibbs, Ansel Gibbs, Columbus, Eliza L. B. Jenney, Friendship, London Packet, Sharon, George, Atkins Adams, William Rotch, William & Henry, Popmunnet, Sylph, Belle, Hesper, Acushnet, Bruce, a total of fifty.
It appears that, in 1843, there were 45 vessels sailing from Fair- haven; in 1845, 47; in 1848, 50; in 1850, 48; in 1853, 49; in 1855, 44; in 1856, 48; and in 1860 there were 43.
Loosely placed inside this Signal Book of 1848, was found a sheet of paper, six and one half by seven and one half inches, upon which we see flags in red, white and blue to the number of 43, drawn, hand painted, with name or initial of vessel written in ink beneath each flag. This sheet is headed, "Nantucket Signals," presumably implying that (probably in 1848) 43 vessels were sailing from that port.
The Omnibus. - William H. Dunham, of Oxford, qualified as an omnibus driver as did Cornelius Grinnell who was born at 108 Main street, and drove an omnibus for nine years. We place Wil- liam H. Dunham in many battles of the War of the Rebellion, thirty-six, it is said, and wounded at the battle of Gettysburg. We link him with the omnibus line, the first trip of which was on August 8, 1853, with Warren E. Chase, of New Bedford, as driver, at the
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age of 21. The first omnibus, however, was built in the previous year. Before us we read the advertisement of Rufus A. Dunham & Company, under the date of November 10, 1855, giving the times of the trips, and the fare which was five cents or twenty-five tickets for $1.00. The line continued until 1872 when the horse railroad was introduced.
These Fairhaven omnibuses were favorably regarded a gener- ation ago. "The Fairhaven omnibus has been painted and refurnished very elegantly, and is now a model conveyance, outshining all former vehicles on the route."
Submarine Cable and Telegraph. - Martha's Vineyard and Nantucket were once completely isolated from the mainland. Mes- sages by word of mouth through special envoys, or communications by the mail service, were transmitted. But long before the advent of the radio these islands had immediate and certain contact. We find the following notice : "SUBMARINE CABLE CELE- BRATION. The laying of the submarine cable across Vineyard Sound will take place this week. On Friday, July 18th, the opening celebration will come off at Holmes Hole. A Salute at 12 o'clock, Dinner in the grove at 2 o'clock, and a grand display of fire works in the evening. The steamer Eagle's Wing will leave New Bedford at 10 o'clock A. M. for the excursion, accompanied by a band of music. (Signed) E. C. Laughton, Supt. Cape Cod Tel. Co. July 14, 1856."
Between 400 and 500 persons, including many from Fairhaven, went to Holmes Hole. The cable was put down on Wednesday, July 16th. Communication with Boston was made at once without dif- ficulty. This Submarine Cable, between the Vineyard and the Continent, the Standard stated, was the first ever laid in the United States, excepting for short distances across rivers. This advance in communication was followed by a Nantucket cable, laid on Wednes- day, August 20, 1856, and a telegraph system from New Bedford to Tremont, the wires being along the line of the railroad built two years previously.
Horse Cars. - In the draft of a bill submitted to the committee of the General Court, the Corporation, afterwards called the New Bedford and Fairhaven Street Railway Company, was designated as "The New Bedford and Fairhaven Rail Carriage Company." This was in March, 1870. The horse railroad, as it was first called, was instituted in the year 1872.
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The plan was to place the tracks in the middle of the streets ex- cept on the bridge and the road leading to Fairhaven. This location is well remembered by all patrons of the horse cars. On May 17th, the contract for laying the tracks was awarded to Messrs. George W. Lobdell, of Mattapoisett and Elias Terry, of New Bedford, and these gentlemen began operation on the morning of May 21st, on Purchase street with a gang of sixteen men.
Cars were ordered from West Troy, N. Y., and on June 17th the car house, on Purchase street was begun. It was situated a short distance north of the railroad office. A turn table was con- structed near the School street depot on June 25th. Baggage cars as well as passenger cars were ordered, and conductors and drivers were engaged. On Thursday morning, June 27th, four cars arrived in New Bedford, and were placed on the tracks west of the depot where they were inspected by a large number of citizens.
The cars for summer use had sides and ends of blue and white striped canvas curtains, looped up in good weather. Seats were across ; at first half the passengers were obliged to ride backwards. On Monday, July 15th, the one-horse cars, seating 15 or 20 pas- sengers, arrived. On these there were no conductors except during rush hours. Notices in the cars read : "Passengers will please put their fare into the box, as the driver is not allowed under any circum- stance, either to receive or deposit it. Change to the amount of $2.00 will be furnished by the driver who will return the full amount, thus enabling the passenger to place his fare in the box. No person al- lowed to ride free. Passengers will put their fare into the box on entering the car."
On Thursday afternoon, August 1, 1872, the branch to Fair- haven commenced to be installed at the junction of William and Pur- chase streets. There was a turnout between Bridge Square and the draw. By August 14th the tracks were laid to the Fairhaven draw. On the 28th, the work commenced on the Fairhaven side of the river, and on Monday, September 30th, the street cars to Fairhaven made hourly trips. The rides on this day were free, and the cars were well patronized. Later the trips were half-hourly. Main street, Fairhaven, was very narrow from Center street to Union street and the sidewalks were narrowed a foot so as to give room for car- riages to pass the cars.
Ignoring the fact that turnouts were made for a specific purpose, two approaching cars, the drivers evidently believing that they could gee and haw at will, attempted to pass on the same track, but they soon discovered that it couldn't be done.
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The verdict of the people, in general, seemed to be that the Street Railway was a very successful and popular institution, and the patrons, far and wide, wondered why it was not built years before.
The horse-cars were substitutes for the omnibuses, and it was soon apparent that the ferry-boat was not patronized to the paying- point. Then we read: - "SPECIAL NOTICE. On and after Wednesday, October 1, 1873, the Ferry Boat Union will be with- drawn from the route." On September 30th, these lame verses, said the Standard, written on a piece of clapboard, were picked up on the ferry-boat : -
When the ferry-boat's removed And the cars have all the trade Is the question surely proved, That improvement has been made?
Were the public left to vote, Thinks I, it would then be shown They would rather have the boat, And let well enough alone.
Then appeared the following: - "TO FAIRHAVEN. Since the withdrawal of the ferry boat, says a wag, there are still two means of conveyance to Fairhaven. Besides the horse-cars, leaving every half hour, there is WALKER'S PEDALISM EXPRESS, which is largely patronized. There is no waiting for this, it starting at time most convenient to the passengers. One very important matter in connection with this line is that it is free. Saturday, October 4, 1873."
Under the date of Friday, November 21, 1873, we read : - "To the Editor of the Standard, "A DAILY CROSS-Having to ride over in the horse-cars. (Signed) Fairhaven Branch Passenger."
To Fort Phoenix and Riverside. - On August 1, 1885, a petition to the selectmen for the extension of the horse railway to Fort Phoenix was presented. In 1886, a petition to extend the track to Riverside Cemetery, from the bridge, was presented. Both petitions were granted, and on May 22d, thirty men commenced work on the southern extension. On the afternoon of Saturday, June 5, 1886, a car was run over the Fort street extension, and on Sunday regular trips were made, 2,000 people being at the Fort at one time.
In that same month rails were laid on North Main street near- ly to Wilde's store. A trial trip was made on this Oxford extension
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at 5 o'clock on Wednesday afternoon, June 30th. The cars ran regularly on the morning of Friday of that week.
The Electric Cars. - The electric cars were destined to come, but strenuous opposition was bound to delay them. The streets of New Bedford first tolerated their existence. By October, 1890, the electric cars had forced the horse-drawn vehicles off the rails. The opponents to the electric cars in Fairhaven claimed, in May, 1892, that horses would be frightened on the bridge, and many accidents would result.
In November, 1893, the electric cars ran across the bridge as far as the east side of Fish Island, beginning on Thanksgiving Day. The Fairhaven cars were towed and the passengers were transferred. In November, of that year, the cars were towed, from Pope's Island instead of Fish Island as formerly. Thus the monster crept sur- reptitiously toward our shores. A little later the railroad com- mission expressed themselves as opposed to transferring. Grievances poured in from all quarters. Even in the '90's people were shouting vociferously for speed.
Then came the news that the electric road would be extended over the bridge as far as the town line as soon as the weather permit- ted. The pestilence was approaching! It seemed that the New Bed- ford draw was good for six tons, whereas the electric car weighed seven tons. In consequence, citizens forbade their families to ride, so great was the jeopardy. A local clergyman sided with the alarm- ists, and asserted, in February, 1894, that he had seen overhead trolley wires snap, and falling on the track, make the rails alive and danger- ous to the lives of anyone stepping upon them.
On Saturday, March 10, 1894, a vote was passed at the town meeting instructing the selectmen NOT to permit the electric cars to run in the streets of the town. The railway managers, however, extended the electric service to the west line of the town, on the bridge.
In 1894 heaters were installed in the electric cars. In May, 1895, the Fairhaven town meeting authorized the selectmen and advisory committee to contract for electric cars to run in the town. On the morning of Monday, May 27, 1895, the work of erecting poles in Fairhaven for the electric cars, was begun.
In February, 1898, the Street Railway car barn was sold to Daniel W. Deane and removed from the northwest corner of Ferry and Main streets. In 1925, busses took the place of trolleys on the Onset line.
CHAPTER XVIII
Bridges -- Banks -- Cemeteries
The Pope's Island Toll Bridge. - From the Mercury of the sum- mer of 1851, we glean the following : - "In 1796, William Rotch et al. were incorporated for the purpose of building a bridge over the Acushnet river. The bridge was to begin at the west side of the Acushnet river, at a place called Smith's Point, at the east end of Middle Street, in the Village of New Bedford, from thence running to Fish Island and from thence to Edward Pope's Island and cross- ing that island directly on to the east side of said Acushnet river, land- ing between the villages of Fairhaven and Oxford, in said town of New Bedford. The original bridge cost about $25,000. About seven years after the bridge was opened for travelers, the top of it was car- ried away in a storm, and the bridge was repaired at a cost of $8,000. In 1815, in the great gale of that year, the whole bridge was destroyed except the abutments and toll houses, and was rebuilt at a cost of $24,200."
After the gale of September 23, 1815 which wrecked the old bridge, the stockholders, remembering also the disaster of 1807, be- ing disheartened, did not hasten to make repairs. After some time, we learn by the following that the bridge was completed : "Notice. The public is respectfully informed that the New Bedford bridge, over the Acushnet river, is completed, and in excellent condition for the accommodation of travellers, carriages, teams, etc. The rates of toll are considerably reduced, and are as low or lower, than those of any other bridge in the State, of the same extent. November 5, 1819."
Toll Rates. - We find the following: - "NEW BEDFORD BRIDGE. Rates of Toll for the New Bedford and Fairhaven Bridge as established by the stockholders at their meeting held November 9, 1848. Foot Passengers. - Each foot passenger, two cents, or one hundred tickets for $1. Each horse and rider, six cents or 25 tickets for $1.25. Each single horse, cart, wagon, chaise, sulky or sleigh, 121/2 cents a passage, or 25 tickets for $2.50. Each additional horse, four cents a passage. Each riding carriage with two horses, 20 cents a passage, or 25 tickets for $3.75. Each cart, wagon, or sled or other carriage of burthen, light or loaded, drawn by one horse or pair of oxen, 121/2 cents. Each additional horse or pair of oxen, four cents.
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Each wheel-barrow or hand-cart, three cents. Sheep and swine, six cents per dozen; one person allowed to each team. No greater weight than 5000 pounds shall be taken across the bridge at one time on one team. Per order of the Bridge Committee. (Signed) Wil- liam J. Rotch, Sec., November 15, 1848."
The Bridge Made Free. - The devastating storm of September 8, 1869, wrecking the bridge, was not the deciding factor that brought about the free passage of the structure. Strenuous agitation for a free bridge began some time before the storm which blew to earth the steeple of the Congregational church. Notice the dates of agitation in the following quotations :
"TOWN MEETING IN FAIRHAVEN. At a town meeting in Fairhaven yesterday (Monday, July 1, 1867) of which George H. Taber was moderator, Noah Stoddard. L. S. Judd and Job C. Tripp were appointed a committee to confer with committees of the New Bedford City Council and the New Bedford and Fairhaven Bridge Company on the subject of making the bridge free."
The demand for a free bridge was persistent, as shown by the sentiment of 1868: "PETITIONS FOR A FREE BRIDGE. Pe- titions are in circulation in this city (New Bedford) and the neighbor- ing town praying that the Legislature will make the New Bedford and Fairhaven Bridge free to travel." (Wednesday, December 9, 1868.)
The year 1869 opened with the advocates of the free bridge movement exhibiting their tenacity. "HEARING ON THE FREE BRIDGE QUESTION. The joint committee of the General Court, on roads and bridges, gave a public hearing in the State House yester- day (Thursday, February 18, 1869) on the petitions for making the New Bedford and Fairhaven bridge free." "Weston Howland, Esq., of Fairhaven, appeared in support of the petitioners. He said the length of the bridge was 4,500 feet, of which 1,427 feet is of wood ; the roadway is 21 feet wide and the sidewalk five feet." Capt. John A. Hawes and others gave the following information: "The number of shares is 110. Fourteen years ago, in view of an assessment of $225 a share for repairs, the stock sold for $75. It has since been sold as high as $405, but the bridge is now out of repair, and three shares were recently sold at $200. The receipts of toll are five or six thousand dollars a year." Other speakers were William P. How- land, L. S. Judd and Dr. J. C. Mara, all of Fairhaven, and Capt. Isaiah West, then of New Bedford.
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"BILL FOR MAKING THE NEW BEDFORD AND FAIR- HAVEN BRIDGE FREE. Be it enacted by the Senate and House of Representative in General Court assembled, and by the authority of the same, as follows: SECTION I. The bridge over the Acush- net River, between the city of New Bedford and the town of Fair- haven, known as the New Bedford bridge, including the draws, piers, abutments and way over Fish Island and Pope's Island, respectively so-called, is hereby laid out and shall become a public highway, upon the acceptance of the award of the Commissioners, hereinafter named by the Supreme Court and entry of the judgment thereon. SECTION V. This act shall take effect from its passage."
Charles G. Davis of Plymouth seemed to be in opposition to the free bridge movement, saying that, "Nobody over ten miles from New Bedford is much interested in the bridge."
"FREE BRIDGE. The award of the bridge Commissioners was confirmed by the Supreme Judicial Court yesterday (Wednesday, October 27, 1869) and by this action the bridge is made a public high- way. The Court granted twenty days for payment."
The Free Bridge Appreciated. - "THE BRIDGE. There was a grand rush to see the bridge yesterday afternoon (Sunday, June 26, 1870), and it was inspected by nearly two thousand people. We notice that spaces have been left in the railing for the convenience of Isaac Walton's disciples, who can step through and establish them- selves on the outer plank, away from the bustle and jostling of the passers-by."
Under the date of Friday, July 22, 1870, The Standard relates : "A PRETTY SIGHT. The bridge is now lit up in the evening its entire length, Fairhaven having put similar posts and lights on the east end as on the western portion. The travel across the bridge is large, especially in the evening, our citizens availing themselves of the cool breezes and the beautiful prospect."
Then under the date of Friday, August 12, 1870, we find : "One of the results of the free bridge is that there is not a vacant tenement in Fairhaven at the present time, while at this time last year, there were quite a number. A gentleman informs us that nine parties yester- day called at his home, inquiring if he knew of a house to let."
The Crow Island Bridge. - In 1804, "The Proprietors of Crow Island Bridge" were authorized to erect a bridge from that island to the Fairhaven shore, landing at a point later called Eldredge's lane, a roadway laid out in 1811.
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It was stipulated that the bridge should have a draw not less than twenty-eight feet in width, for the free use of all vessels. On this island was erected a rope-walk which was swept away in the gale of September 23, 1815.
In an article entitled "Fairhaven of the Past," Capt. Jabez Del- ano, making mention of Capt. Samuel Borden, wrote: "I worked in his rope-walk which was erected on Crow Island. The part I per- formed here as a laborer was to turn the wheel which carried six spindles, and employed six men. The thread they spun was 180 fathoms long. When at their terminus, I was notified by a bell, and the threads were then transferred to a hook at the side. A day's work was from sunrise to sunset, less one hour for dinner. My wages were a pistareen per day."
The Head-of-the-River Bridge. - In the year 1828 Fairhaven (then including Acushnet) voted to build its half of a stone bridge at the Head-of-the-River and appropriated a sum of money therefor, New Bedford, then a small town, to pay for its share. The sum ap- propriated was insufficient, but in the following year the necessary amount to pay for Fairhaven's part of the structure was raised. This accounts for the date "1828" on one side of the bridge and "1829" on the other. The date "1828" appears on the outside of the south parapet whereas the date "1829" is cut into a stone on the road side of the north parapet. We find in the Mercury, under the date of September, 26, 1828, the following: - "The Stone Bridge, lately erected at the head of the Acushnet River, was completed last week. It is 32 feet in width, supported by two arches of 14 feet each, center pillar 5 feet. The sides are guarded by stone railings or walls, uniting in its construction convenience and security with great dura- bility."
The Coggeshall Street Bridge. - In 1850, a charter was granted by the legislature for building a bridge across the Acushnet river but the charter expired by limitation before anything was done. Nearly forty years elapsed. The north bridge at Oxford Heights seemed a necessity, and in January, 1883, the proposition was agitated. In November, 1887, it was more seriously considered, said bridge to be located in practically the same place as was authorized by the charter of 1850.
In January, 1889, it was announced that a petition to the leg- islature was to be circulated asking for a charter to build a bridge from the foot of Coggeshall street, New Bedford, to Oxford Village,
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west of North Main street. Plans and specifications were prepared by George A. Briggs. The town voted to accept as a town way the layout of a street leading from North Main street to the eastern terminus of the new bridge, on January 11, 1890.
On Monday, September 22, 1890, the Coggeshall Street Bridge was opened to travel, although it was not wholly completed. This was done because it was the last day of the time allowed by the leg- islative act for the completion of the structure. It was completed in 1892. The work of raising the Fairhaven approach to the bridge was accomplished in 1896.
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