USA > Massachusetts > Bristol County > Our country and its people; a descriptive and biographical record of Bristol County, Massachusetts > Part 40
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In the small house at No 17 Howland street, the murdered Rogers was last seen alive. The occupants were of the worst character. Through an alley and in the rear stood what was known as the Long House, a large building occupied by a similar low class of tenants. On these two buildings the first wrath of the mob was visited. The event was heralded by the red paper posters on which was inscribed: "Fire! Fire! On Howland street! Paint your faces and look out for the Po- lice!" This was a signal to more than three hundred members of the organization to be ready for the attack on April 19. They met on City Hall Square and a party of rioters took the old fire truck from the Second street house, proceeded to Howland street and attempted to pull down the house No. 17. Not succeeding, about 9 o'clock a false fire alarm was sounded, bringing to the scene the whole of the organ- ized force. The dwelling soon fell in ruins and the Long House was set on fire. When the first engines came, their efforts to extinguish the flames were defeated by cutting the hose and other obstructing
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maneuvres. The police were present, but were powerless against the great mob and crowds of sympathizers. The City Guards, under Capt. Timothy Ingraham, were ordered out, but by the time they arrived on the scene the mob had done its work and dispersed. Several persons were arrested for taking part in this riot, but they were never tried. The dwellers in other notorious sections of city were frightened into good behavior and respect for the law and such demonstrations were not needed thereafter.
In the summer of 1859 the most destructive fire in the history of the city took place; the date was August 24. A vast amount of property on Water street, north of Middle, was burned, including the ship, John and Edward, lying at Richmond & Wilcox's wharf, and her cargo of oil, and William Wilcox's steam planing mill, Thomas Booth's sash and door factory, Ryder & Smith's building and spar yard, Hayes & Co.'s stave mill, Warren Hathaway & Son's manufactory of whaling appara- tus, the cooperage of Howland & Coggeshall, and many other estab- lishments of greater or less importance, involving a total loss of about $250,000, on which there was insurance of only about $7,000.
The period of the great Civil war was now at hand, which was to bring to so many homes in New Bedford sorrow and mourning, and to crown many of her sons with high military honors. The grand cause of the Union and human freedom found numerous and enthusiastic supporters in the city. From the earliest days of the Abolition move- ment, New Bedford citizens had aided its public and secret operations and an anti-slavery spirit had been fostered into vigorous life. With- out attempting to follow in detail the work of the Abolitionists here, the following notice from the Mercury of April 21, 1851, is significant of the local feeling on the subject :
EXTRADITION EXTRAORDINARY .- We are pleased to announce that a very large number of fugitive slaves, aided by many of our most wealthy and respectable citi- zens, have left for Canada and parts unknown, and that more are in the way of de- parture. The utmost sympathy and liberality prevails toward this class of our in- habitants.
The general story of the Civil war has been told, as far as practicable for this work, in earlier chapters; it is, therefore, necessary to add here only such brief notes as pertain particularly to New Bedford. Only four days after the attack on Fort Sumter, the New Bedford Guards, Company L, 3d Regiment, Massachusetts Volunteers, stood in line in front of the City Hall to listen to eloquent and patriotic words from
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ex-Gov. John H. Clifford, preparatory to their departure for the seat of war. This regiment arrived at Fortress Monroe on the 20th of April, 1861. On the 17th of that month a large and enthusiastic meeting was held in the City Hall, which was addressed by a number of prominent speakers, and two days later the city appropriated $5,000 for the bene- fit of the soldiers who had already departed for the South. Before the end of April a sand battery was thrown up on Clark's Point, where three 24-pounder guns were mounted, and Fort Phoenix was put in better defensive condition to protect the harbor. In May, four com panies of home and coast guards were organized for coast and garrison duty near by. These companies were commanded as follows: Co. A, Capt. Henry F. Thomas; Co. B, Capt. William S. Cobb; Co. C, Capt. George A. Bourne; Co. D, Capt. B. Ewer. Besides these an artillery company was organized under command of Capt. John B. Hyde; all were under command of Gen. James D. Thompson. A detachment from one of the companies was placed in Fort Phoenix and one at Fort Taber (as the Clark's Point work was named), and vigilant watch was kept day and night on vessels approaching the harbor. On July 29 the city government appropriated $5,000 for the maintenance of this force.
A Ladies' Soldiers' Relief Society was organized in the city soon after the departure of the first company, and from that time until the close of the war contributed extensively in many directions to the comfort of the soldiers in the field and their families at home. More than $20,000 in money and $10,000 in clothing and hospital stores were gathered and distributed by this humane organization.
On November 20, 1861, the sum of $1,500 was appropriated for State aid to soldiers' families, and on December 1, $5,000 for payment of bounties offered by the city.
Co. D, of the 23d Massachusetts Infantry was raised in New Bedford in October, 1861, and went out with Cornelius Howland, jr., captain; Samuel C. Hart, first lieutenant; Anthony Lang, second lieutenant. The record of this regiment, as the reader has already learned, was an honorable one.
The interesting history of the so called " Stone Fleet," told in Chap- ter VI, relates to an event that adds materially to the credit due to New Bedford for her part in the great conflict.
Among other organizations in various regiments wholly or in part from New Bedford, were the following: Co. I, 33d Regiment; captain, Elisha Doane; first lieutenant, James F. Chapman; second lieutenant, Charles H. Nye.
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1
Co. H, 38th Regiment; captain, Thomas R. Rodman; first lieuten- ant, Julius M. Lathrop; second lieutenant, Charles C. Howland.
Cos. E, F and G, 3d Regiment M. V. M .; Co. E, captain, John A. Hawes; first lieutenant, William E. Mason; second lieutenant, James L. Sharp. Co. F, captain, George R. Hurlburt; first lieutenant, Will- iam H. Allen; second lieutenant, Jonathan W. Davis. Co. G, captain, William S. Cobb; first lieutenant, Henry W. Briggs; second lieutenant, James L. Wilbur. This regiment performed good service in North Carolina and vicinity.
Co. A, 41st Regiment; captain, John F. Vinal; first lieutenant, James W. Hervey; second lieutenant, Eliphalet H. Robbins; organ- ized in November, 1862.
Co. D, 47th Regiment; nine months volunteers, organized in the fall of 1862.
Co. C, 54th Regiment, left the State May 28, 1863; captain, James W. Grace.
Co. E, 58th Regiment, organized in April, 1864; captain, William E. Mason; first lieutenant, Charles A. Tobey; second lieutenant, Allen Almy.
Co. B, 3d Heavy Artillery, organized in the spring of 1863; captain, John A. P. Allen ; first lieutenants, T. Washburn Cook, William Cook; second lieutenants, Edwin Dews, Frederick S. Gifford.
Co. B, 4th Cavalry, organized in February, 1864; captain, George R. Hurlburt; first lieutenant, Joseph C. Brotherson; second lieutenant, James E. Mulligan.
Besides the sacrifices made by New Bedford in the ranks of the in- fantry, cavalry and artillery, the people suffered severely for the third time in the history of the place in the destruction of her whaling fleet by the enemy. The estimated value of the whale ships destroyed by rebel cruisers was $1,150,000, and of oil, $500,000. The valuation in New Bedford was $24,196,138; in 1865 it was only $20,525, 790, a de- crease largely due to the effects of the war on this industry.
The anti-slavery proclivities of the citizens of this town were given expression when the news of the signing of the emancipation proclama- tion arrived. A public meeting was held on the 22d of February, 1865, James B. Congdon presiding, at which speeches of congratulation and rejoicing were made by many prominent citizens. When finally news of the surrender of Lee and the downfall of the Great Rebellion was proclaimed in the city on April 10 at 5 o'clock in the morning, and the
48
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first fear that a big fire was in progress was dispelled, the inhabitants improvised a celebration that was characterized by the wildest enthu- siasm. But the joy of the people was soon changed to mourning over the tragic death of the martyr president. The City Council met and adopted a series of appropriate resolutions upon this sad event and re- ligious services were held at noon on April 15, in the North Congrega- tional church, which were characterized by solemnity and sorrow.
New Bedford furnished 2,000 men to the army and 1,336 to the navy. In the latter arm of the service enlistments began at the very outbreak of the Rebellion and continued to its close. In many of the hottest naval encounters in the history of the war the records show that New Bedford men bore an honorable part in various capacities. Among the officers who were prominent in the navy and from New Bedford were the following :
Lieut .- Commander William P. Randall.
Paymaster Gilbert E. Thornton.
Acting Assistant-Paymaster James H. Hathaway.
Assistant-Surgeon George F. Winslow.
Acting Volunteer Lieutenants William H. Woods, Henry Arey, I. H. Eldredge. Gunner Felix Cassidy.
Acting Masters Charles M. Anthony, Ezra S. Goodwin, Prince S. Borden, George P. Lee, Joseph A. Bullard, Henry R. Baker, Henry K. Lapham, Charles A. Crocker, Frederick Reed, James B. Wood, jr., W. K. Tallman, jr., Ira B. Studley, I. H. Ferney, Henry Arey, Henry D. Edwards.
Acting Master's Mates George P. Gifford, Henry Tew, C. P. Purrington.
Acting Ensigns Henry Hathaway, John J. P. Zettick, James H. Barry, William Jenney, Jere H. Bennett, Charles W. Cleveland, Samuel H. Damon, Edward N. Rider, William H. Jennings, Stephen E. Merrihew, Timothy Delano, Samuel G. Swain, James D. Babcock, James E. Carr, Ansel S. Hitch, Oscar F. Wixon, James B. Russell, George H. Drew, Calvin S. Wilcox, William C. Borden, John H. Chap- man, William Ottawell.
Officers from New Bedford serving in the army were as follows:
Brig .- General Richard A. Pierce, Governor Andrew's staff.
Eighteenth Regiment, Lieut .- Col. Timothy Ingraham, First Lieut. Sanford Almy, Com .- Serg. William M. Ingraham.
Twenty-first Regiment, Lieut .- Col. Albert C. Maggi.
Twenty-third Regiment, Col. Albert C. Maggi, Capt. Peleg C. Sears.
Twenty-ninth Regiment, First Lieut. Freeman A. Taber.
Forty-fourth Regiment, Q. M .- Sergt. Frederick S. Gifford.
Fifty-fifth Regiment, Chaplain William Jackson.
Fifty-eighth Regiment, Quartermaster Theodore A. Barton, First Lieut. Freeman C. Luce, First Lieut. William H. Caldwell, First Lieut. William E. Mason.
Sixtieth Regiment, Sergt .- Maj. W. H. Caldwell.
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Second Heavy Artillery, Lieut. Roland L. Hillman.
Fourth Heavy Artillery, Lieut .- Col. Samuel C. Hart, Chaplain Isaac H. Coe. Thirteenth Battery, First Lieut. Timothy W. Terry. Fourteenth Battery, Capt. E. P. Nye.
Sixteenth Battery, Capt. Henry D. Scott.
Cavalry, Capt. Isaac C. Hart.
The city of New Bedford furnished during the war about $125,495 for the families of volunteers, and expended besides on account of the war about $177,000. The corner stone of a handsome soldiers' monu- ment was laid on a commanding site on the common on July 4, 1866, with imposing ceremonies. The cost of the monument was about $13,000.
Public improvements, as far as opening and improvement of streets was concerned, were active after the incorporation of the city, and be- fore the beginning of the war of the Rebellion most of the important thoroughfares now in use were opened. In addition to the many al- ready mentioned, were the following:
1847 .- Walden, from Maxfield to Sycamore; Sycamore, from Walden to County ; Franklin, from County to Purchase; Orchard, from Hawthorne to Arnold.
1848 .- Walnut, from Water to the river; Mill, from Hill to County; Arnold, from County to Orchard; Grinnell, from County to contemplated Bonney street; Pleasant, from Franklin to Pope; Hathaway Road, from Perry's Neck Road to Smith Mills Road; Nash Road, from Acushnet avenue to Perry's Neck Road; School, from Sev- enth to County; South Second, to Griffin; Bonney, from Allen to Washington; Hillman, from North Second to North Water.
1849 .- Hillman, from Summer to Chestnut; Cedar, from North to Smith; Elm, from Summer to Ash.
1850 .- Pope, from County to Purchase; Parker, from County to woodland of Dr. A. Reed; Bush, from County to Orchard; Summer, from Kempton to Hillman; Charles, from Kempton to County, Ray, from Pearl to County; Merrimack, from Ray to Purchase; Mill, from Cedar to County; North, from Cedar to County; Hill- man from Chestnut to Cedar; Cypress, from Kempton to Hillman; First, from Union to William; Chestnut, from Hillman to Smith; Fourth, from Bedford to A. Gifford's lands; Union, from Orchard to Cottage.
1852 .- Parker street, from terminus to Oak Grove cemetery; Crapo. from Grinnell to South; Sycamore, from Chestnut to County; Sycamore, from Pleasant to Walden ; Sycamore, from Chestnut to Cedar; Pearl, from Purchase to Pleasant; Orange, from Grinnell to South; Cottage, from Hawthorne to Bedford; Pleasant, from Franklin to Merrimack; State, from Willias to Franklin; Forest, from County to Bonney.
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CHAPTER XXI.
THE CITY OF NEW BEDFORD SINCE THE CIVIL WAR-1865-1898.
It is well remembered that during the progress of the Civil war, public municipal affairs were to a large extent neglected in all northern communities; the attention of the people was necessarily drawn to weightier matters. Amid the prevailing gloom of the latter part of the war period an event was celebrated in the city which for a time uplifted the spirits of the people. On the 14th of September, 1864, the 200th anniversary of the incorporation of the old town of Dartmouth was appropriately commemorated. The interesting exercises were planned and directed by a committee from the towns of Dartmouth, Westport, Fairhaven and Acushnet, and New Bedford city. An im posing procession was formed and marched through the principal streets, after which the people gathered in the North Christian church to listen to singing, toasts, and addresses by eminent speakers, one of whom was William W. Crapo, who delivered a historical address which was replete with valuable records.
The paralyzing effects of the war were influential in postponing for a time the execution of a public improvement which had been long needed and contemplated; this was the establishment of an adequate and satisfactory public water supply. The undertaking first received attention from the city government as early as 1860, when a committee was appointed by the City Council to "consider the practicability and expediency of introducing a permanent supply of fresh water into the city, and to report some plan, with the probable cost of doing so." On July 26, of that year, $300 were appropriated for the committee and the work of investigation began. The project was frequently dis- cussed before the city government and was bitterly opposed by a ma- jority of the inhabitants; the opposition, however, gradually melted away as the benefits to be derived from the work became better under- stood. The first surveys were made by Capt. Charles H. Biglow, an experienced United States engineer, assisted by George A. Briggs, then city surveyor, and William F. Durfee. The first report of the com-
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mittee was made December 21, 1861. The main feature of the report was that the Acushnet River was the only available source of water supply. Public sentiment in favor of the project grew rapidly, and on April 18, 1863, an act was passed by the General Court, providing for the appointment of commissioners and granting broad powers in taking necessary land and water, and authorizing the issue of $500,000 in bonds for the work This act was accepted by the city on April 14, 1864, by a vote of 782 in its favor and 594 against it. On account of the war little was accomplished until the next year. The first Board of Commissioners consisted of William W. Crapo, chairman; Warren Ladd and James B. Congdon, who organized December 13, 1865. With the appropriation of $100,000, made on December 14, the great work was begun, to be completed in the closing weeks of 1869, when the water was turned on through mains in the principal streets of the city. To the first source of supply was subsequently added a conduit to Little Quittacas Pond, two miles beyond the first dam across the river. The entire cost of the works exceeded $1,300,000. This burden was very materially lightened by the generous bequest of $100,000 from Sylvia Ann Howland. In 1894 the Legislature authorized the city to use the water of the Great and Little Quittacas Ponds in Middlebor- ough and the City Council, on November 8, 1894, appropriated $1, 200, - 000 to carry out the project. Much of the city's prosperity may be credited to its abundant water supply and vindicates the wisdom of the men who were most active in establishing the works. The net cost of the works to and including the year 1897 is about $1, 702, 386. '
During the thirty-three years that have elapsed since the clouds of war were dispelled the industrial character of New Bedford has changed more, perhaps, than that of any other city in the Union, and the tran- sition was accompanied with vain hopes for a dying industry and anx- iety for the future of new ones. The whaling business had already heavily declined and was evidently continuing in that direction with constantly increasing speed. It seemed for a time to the more conserv- ative and less courageous inhabitants that the city would become an idle seaport with a hopeless business future. "Its capitalists sought investment for their accumulated wealth in the West and in enterprises that had no direct influence in maintaining local business. The idle
1 The superintendents of the water works from the first to 1897, are as follows : George A. Briggs, to 1871; 1871-2, Israel C. Cornish ; 1872-77, George B. Wheeler ; 1877-81, William B. Sher- man ; 1882-98, Robert C. P. Coggeshall.
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wharves were fringed with dismantled ships. Cargoes of oil covered with seaweed were stowed in the sheds and along the river front, wait- ing for a satisfactory market that never came. Every returning whaler increased the depression. Voyages that in former times would have netted handsome returns to owners and crews, resulted only in loss to the one and meager pay to the hardy mariners."1
But the period of apathy and discouragement was not a long one. The forces of energy and shrewdness that were for a time inactive and hesitating, were at length aroused and the advantages possessed by the city were improved for more varied manufactures, particularly that of cotton products, and the city was saved from permanent decline, most of which are further noticed in a later chapter. The founding of the Mount Washington Glass Works in 1869, of the Potomska Cotton Mills in 1871, of the Pairpoint Manufacturing Company in 1880, and the wonderful development of the cotton industry between 1880 and 1890, were the great factors that lifted New Bedford to the front rank of eastern manufacturing cities, considering its number of inhabitants.
In 1868 an attempt was made to revise the city charter, the most important change being an extension of the powers of the mayor and an increase in his salary. A special election was held on July 18 of that year to vote on the measure, and it was defeated by 381 votes against 61.
On the 8th of September, 1869, a severe and destructive gale swept over the city and its vicinity, continuing from 4 o'clock in the afternoon until 7 o'clock. Many buildings in the city and in Fairhaven were wrecked or damaged and vessels in the harbor were driven into colli- sion or against the wharves to their great injury. The most serious destruction, however, was the wrecking of the Fairhaven bridge, upon which the whole force of the gale fell, and mo t of the woodwork was soon floating in the river. This loss was a benefit in one respect, for it resulted in the purchase of the bridge franchise of the corporation owning it at a cost of $20,970.31, and the building of a new bridge which was opened free to the public in the following June. The entire cost of the bridge was about $45,000.
The population had now reached about 22,000; the cotton industry and some other lines of manufacture were becoming profitable and giv- ing the people hopefulness for the future and inspiring them towards the inauguration of further public improvements. Among these was
1 Ellis's History of New Bedford, p. 374.
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the first introduction of street railways in the city. The improvement was rather forced upon the directors of the New Bedford and Taunton Railroad, who were, after the extension of the Old Colony road to Wood's Hole, compelled to give their passengers better facilities for getting from the Pearl street station to the steamboat wharf at the foot of School street. The stockholders of the railroad company were many of them prominent citizens and foresaw the benefit of having a street railway, and the New Bedford, Martha's Vineyard and Nan- tucket Steamboat Company promptly enlisted in the project. The New Bedford and Fairhaven Street Railway Company was incorporated on February 6, 1872, with a capital of $50,000. At an early meeting of the stockholders, William W. Crapo, Weston Howland, Warren Ladd, James V. Cox, George Wilson, Samuel P. Burt, Nathan S. Ellis and Andrew G. Pierce were chosen directors. The New Bedford and Taunton Railroad Company subscribed for $25,000 stock and the steamboat company for half that amount; the remainder was largely taken by men who held stock in one or the other of these companies. The road was constructed under the direction of Warren Ladd, Andrew G. Pierce and Weston Howland, and work was commenced on June 1 and finished on the 28th of the month. In May, 1873, the directors voted to extend the road from School to South street on Third street, for which purpose an increase of capital stock was voted of $10,000 or $15,000 as might be needed. A large car house was erected in 1873 on Main street in Fairhaven. At the annual meeting of stock holders, November 5, 1873, an additional subscription to stock was called for to the amount of $10,000, for the extension of the line to Washington Square. From that time forward the various lines that now constitute the system were constructed as necessity demanded to accommodate the public. In 1877 tracks were laid on Fourth street to Rockland street and in the next year the car stable on the corner of Weld and Purchase streets was erected. In 1882 the capital stock of the company was increased to $135,000.1
1 This increase of stock was demanded for further extensions. At that time the cars ran to Cove street and the Fairhaven cars to Parker street. In 1887 the road was extended to Jenney street towards Cannonville. The Board of Directors had remained without change up to that time, with the exception of the election of Charles H. Gifford in place of Thomas B. Tripp; at the annual meeting of 1884 Jonathan Bourne was placed on the board, James V. Cox retiring. In 1885 the Acushnet Street Railway Company was incorporated with capital of $125,000, and became a formidable rival of the old company. Both lines were operated for a time at a loss, which condi- tion led to their consolidation in 1887, the new organization taking the name of the Union Street Railway. From that time forward the profits were satisfactory and rapidly increased. Warren Ladd, the first president of the company, was succeeded by S. C. Hart, who held the office until
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On the 15th of May, 1873, a party of capitalists, who were mostly residents of the city, made an excursion to Fall River for the purpose of looking over the route with a view of constructing a steam railroad between the two cities. In the same year the New Bedford and Taun- ton road passed into the hands of the Boston, Clinton and Fitchburg Company. This organization disappeared when the Old Colony Com- pany absorbed it in 1879. The road to Fall River was promoted through the formation of a company and letting of contracts for con- struction of the line in October, 1874. Henry W. Phelps, of Spring- field, was the contractor at the price of $200,000; the cost of the road eventually reached nearly $300,000. This line also passed to the con- trol of the Boston, Fitchburg and Clinton Company and was absorbed by the Old Colony.
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