USA > Rhode Island > Bristol County > Bristol > Sketches of old Bristol > Part 20
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* Errands punctually attended to, and goods carried on the most reasonable terms.
NATHAN WARREN.
In those old days the books were usually kept at some hotel, from which point they started on their trips. 1846-"Books kept at Jones' Hotel, Bristol, where slate will be found." This custom was followed by the livery stables years ago. In the small office where the harness sets were usually hanging you would always find one of the old-style wall phones and a slate nearby for enter- ing the calls.
Years ago Henry Martin was running a carriage to Bristol Ferry.
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1846 Carriage for Bristol Ferry to meet the steamboat Perry at each arrival. Fare to Ferry 17 cents Henry Martin
Back in the forties Nathan Warren, Jr. was following in his father's footsteps:
1848 MOUNT HOPE STAGE BRISTOL, WARREN & PROVIDENCE The Mount Hope Stage leaves Bristol every morning (Sundays excepted) at half past 6 o'clock for Warren and Providence.
Return-Lve. Providence at half past 2 o'clock every afternoon.
Fare from Bristol-50 cents. Warren-371/2 cents.
All orders intrusted to the care of the Driver will be punc- tually attended to.
N. Warren, jr.
There was another old-timer who used to drive a stage to Providence in the year 1850:
ACCOMMODATION STAGE TO PROVIDENCE A slate will be kept at the store of H. J. Pitman, corner of Bradford and Hope streets, where passengers can leave their names.
N. Maxfield, Driver
George B. Warren, when a boy, used to work for his father driving the express. On the death of the old gentleman in 1871, he took over the business and later became manager of the express agency located in this town. At the turn of the century he was the local agent of Earle and Prew's Express. At that time the office was in the Mount Hope block, which stood at the south corner of Hope and Wardwell streets. For years his familiar figure was to be seen every day, rain or shine, perched on the express wagon, making the regular rounds of delivery. My own recollection, as a boy, was seeing him out in front of the express office, leaning against the building and sizing up, out of the corner of his eye, the passing traffic. He was a man of very few words, but never-
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theless always pleasant. A man of regular habits and blessed with a strong constitution, Mr. Warren easily passed as a man much younger in years. George W. Warren was a son of old George B. For many years he was express messenger for Earle and Prew's Express, running between this town and Providence. The old regulars who used to ride in the smoker on their daily trips to the city will remember George, for he was always to be found in the baggage compartment adjoining the smoker. A man of excep- tionally pleasant and agreeable nature, he made many friends. Mr. Warren served one term as postmaster of this town during the Coolidge administration, 1924-28.
This account would not be complete unless we mentioned some of those who were connected with the express office along with Mr. Warren. Back in the nineties "Pip" Burgess (William N.) was the express clerk in Mr. Warren's office. "Pip" in those days was very much interested in football and was the manager of the local team. Mr. Warren was by nature an outdoor man, and (although he was the agent) always drove one of the teams. Walter Simmons for years drove the other. He was always will- ing to give us kids a ride, but we always made it a point to ride in the back of the wagon. If we happened to get up on the seat be- side him we regretted it, for Walter liked to grab you just above the knee and pinch for dear life-and believe me he could pinch.
Many of us remember Morgan Fish-he was always around the express office or out on one of the teams. Morgan usually sat in the back of the wagon perched on a box or package, sometimes he rode on the tailboard. I remember how badly Walter Sim- mons felt at the time poor Morgan passed away.
It is a shame that we do not know more about the old stage drivers of those days. One old account mentions Samuel Burn- ham who, back in the year 1855, was the first express messenger to run out of Bristol; previous to that he used to drive the stage between this town and Providence. This is all we know about this old knight of the reins and lash.
I learned just recently that the grand old gentleman, Euclid Nichols, sr., when a young fellow used to drive the stage between
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this town and Providence. (Mr. Nichols was born over one hun- dred years ago, in 1835, and died in 1913.)
Here is an unusual item of news that appeared in 1851: "The driver of the stage entrusted with the conveyance of a package of money containing $ 14,600 from Providence to Freemen's Bank, of this town, lost it on his way. It was found in a snow bank near India Bridge in Providence and returned to the bank." In the early part of the year 1855, the following appeared in the Phenix:
STAGE & EXPRESS NOTICE
A Stage will leave Bristol every morning at 71/2 o'clock for Warren, Barrington and Providence. Every afternoon at 2 o'clock a Stage will leave Providence for Warren, Bar- rington and Bristol. Fare from Bristol-50 cents. From Warren-371/2 cents.
N. Warren
We find this also: THE RAIL ROAD LINE
Mount Hope Stage leaves every morning at 5 a. m. and arrives in Providence in time for the morning train of cars for Boston.
N. Warren, Agent.
When the Providence, Warren and Bristol R. R. first started, Mr. Warren ran an express "connecting, by R. R. and Steamboat, with all parts of the country."
"Freights and packages-Money carried. Drafts and Bills collected at the lowest rates." N. Warren.
In those days the temperance question worried a lot of folks and the old editor of the Phenix was one of them. It was always on his mind and every now and then kept popping up in his columns. This is what he had to say in June, 1854: "Mr. Chad- wick of the Bristol Hotel informs us he has given up liquor selling and intends to keep a strickly Temperance House." And only a month later, on the 8th of July, the old scribe was forced to retract his words. Witness what he has to say: "We stated a few weeks past that Mr. Chadwick of the Bristol Hotel had
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informed us that he had abolished his bar and intended to sell no more liquor, but we have since learned with sorrow, that the bar was only removed to the cellar and that on the 4th of July (of all days) several persons much disguised in liquor were seen lurking about the place.
"We once more advise Mr. Chadwick to give up the sale of the accursed stuff, lest he be brought to repent when it is too late." (Mr. Chadwick died shortly after this solemn warning-not that we think that it had anything to do with his death.) "Mr. John Chadwick, for many years proprietor of a line of stages running between this town and Providence, and also of the Bristol Hotel, died May 22, 1855, aged 61 years."
An old account written many years ago mentions "Kinnicutt's Tavern (the Half-Way House) located in Drownville on the stage road, where man and beast got much needed refreshments of all kinds. A ride starting from the Manufacturer's Hotel in Providence and not ending 'till the reins were drawn at Chad- wick's in Bristol. The stage carried the mails in those days and also brought down the out-of-town newspapers. There would always be quite a crowd of the regulars waiting every night at the corner of Hope and State streets for 'the evening stage to come in.' There are very few now living who remember the driver's welcome cry, of those old days: 'Room inside for one more.' "
The old tavern is still standing; it is on the right hand side of the road, on the way to Providence, at the turn in the road just above the White Church; it is a two-story affair, painted white, and has a two-decker piazza in front.
THE OLD FRANKLIN ST. STATION
THE year 1855 was an eventful one for the town of Bristol; for that year the first passenger train was run between the town and Providence. It also witnessed the passing of the romantic old stage coaches, which for so many years were the town's only con- nection with the outside world.
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In June of that year (1855) the R. R. station at the foot of Franklin street was completed. It survived for 8 5 years, until its walls were battered in by the huge waves rolling in from the harbor during the hurricane of September, 1938; it was finally demolished in 1940. This old landmark with its red brick walls, the long single-story trainshed with the many windows and en- trances on either side, and the low curved roof topping it all, was one of the best examples of a typical railway station of that period.
The files of the Phenix for the year 1854 give an account of the road from the time of its conception, through the formulative period up to the time when construction was actually started. Much of the land through which the road runs was acquired by condemnation proceedings, and from time to time a detailed account giving the names of the property owners and the amounts awarded appear in these old accounts.
Hon. Samuel W. Church, at that time one of the leading fig- ures of the town, was one of the chief promoters of the new enter- prise. He was a director and vice president of the road from its start and held that office up to the time of his death in 1881. In 1888, his son, James C. Church, became a director of the road; he held that office up to the time of his death in 1936. The late Col. Samuel Norris was also interested in the new road. He had in his possession the original stock subscription book of the company.
The editor of the Phenix at that time was quite enthusiastic over the coming of the road (probably because it meant the end of having the liverlights jounced out of one in a lumbering coach ploughing through muddy ruts, ofttimes hub deep) and his com- ments on the progress of the road are interesting. In March, 1855, he says: "The railroad is fast advancing towards comple- tion. The filling up at the head of the harbor is nearly finished. The engine house is nearly ready, and the walls of the Depot are going up rapidly. We would suggest to our citizens the pro- priety of making preparations for a good gala day, and for a proper reception to the officers of the road who will probably visit
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us in the first car when our citizens will be greeted by the first whistle of the first railroad car that ever entered Bristol. Some- thing of the shape of a grand collation might probably suggest itself."
By April 28th, the old editor had become very enthusiastic. Witness what he had to say: "Line about completed. We can see nothing to prevent the entire completion of the road by the first of June, and then hurrah boys for Providence in a half hour." At last his dream came true, for in the middle of July this appeared: "The railroad between this place and Providence opened for travel Thursday, July 1Ith, 1855. There were crowds of people waiting at the station and along the tracks at Pappoosesquaw crossing to see the train as it drew into town." Many of the offi- cials and directors of the road were aboard the train, and on its return trip, some of the leading citizens of the town rode back with them to the city. The editor, as a representative of the press, was in the party and, from his account, must have enjoyed the trip immensely.
In this same issue we read: "The trains for the present leave here at quarter before 7 o'clock in the morning and at 2 5 minutes past three in the afternoon. Soon a midday train will be added. Passengers will be conveyed in omnibusses between the Boston and Worcester station and the cars at Fox Point. Sometime later the cars will be drawn from India Point to the Worcester Depot over the tracks by horses."
On July 2 Ist the editor was able to report that "The success of the railroad has thus far exceeded the most sanguine expectations of the projectors." The new timetable appeared in this issue:
PROVIDENCE, WARREN AND BRISTOL RAILROAD TIMETABLE
Trains leave Fox Point-8.50 a. m. and 5.35 p. m. Trains leave Bristol-6.45 a. m. and 3.25 p. m. on arrival of the Str. Perry from Newport,
Signed, Geo. S. Greene, Supt.
The above was Gen. George S. Greene, who was the surveyor and builder of the new road. The first station agent was George Hazard Pearce, who was postmaster here for the term 1849-53.
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The first train was in charge of Conductor S. H. Nason, his father was superintendent of the Boston and Providence Rail- road at that time. The first engineer was Solomon Dodge, father of Walter Dodge, who was conductor on this line back in the nineties and later train dispatcher. John F. Warren, who lived on the south side of Franklin street, not far from the old station, was the first baggagemaster, holding the position for 40 years. Mr. Warren, who was born in the year 1824, died in 1906.
The first express messenger to run out of Bristol was Samuel Burnham, who before the railroad came, was a stage driver be- tween this town and Providence. The first express agent in Bristol was Nathan Warren, father of the abovementioned John F. Warren, and George B. Warren, who for many years was the local agent of Earle & Prew's Express.
In the July 14, 1855, issue of the Phenix, this notice of the old ex-stage line proprietor appears:
EXPRESS NOTICE Earle & Co. N. Warren, Agt. Office-State Street Opposite Bristol Hotel
Nathan Warren was an oldtimer; he first saw the light of day back in George Washington's time, in the year 1791, and lived to be 80 years old, passing on to the next world in 1871. He is buried up in the North Burial Ground along with the rest of the Warrens.
In those days passengers bound from Newport to Providence were landed at the railroad wharf in this town, coming up on the steamer Perry, which plied between Newport and Bristol. In the early part of the year 1855, the Phenix carried a special notice of the Bristol, Warren and Providence Magnetic Telegraph Co. And in April of that same year, the Phenix mentions that "The telegraph now connects this town with Providence and the instru- ment is at Dr. L. W. Briggs store on Hope street."
Of all those who worked on the construction of the road and the buildings 85 years ago, there are none left to tell about it. It
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was only about ten years ago that the last of these died. What a pity that someone was not interested enough to have talked with him and heard his story; for all of those old fellows were glad to turn back the hands of the clock and tell about the olden days. So many times while writing these articles of the Bristol of long ago have I wished that my old grand-uncle could come back for just a few hours-there are so many things about those old days I would like to ask about. "Uncle Ed" (Edward Isaac Thompson, 1821-1905) was steeped in Bristol's past and loved dearly to talk about it.
Every once in a while we hear of another oldtimer who helped build the railroad. The grandfather of Mr. Frank H. Buffington was one of the bricklayers who worked on the station. His name was Wilson G. Buffington and he lived in what was known in those days as Swanzey Factory, a part of Swanzey. I was sur- prised to learn that "Chris" Baker, the reporter of the Provi- dence News years ago, when a young man, had charge of a large construction gang that built the roadbed back in the year 1855. Christopher L. Baker was born in Swanzey in the year 1834 and lived to be 75 years old, passing on to the next world in 1909.
Years ago the late Seth Paull told something about the old scribe that probably very few people ever knew. "Years back, when they were building the railroad, Mr. Baker, he was a young fellow at the time, had a good job with the company. He was in charge of a large construction gang that was building the road- bed-and he was earning what was considered very good money in those days. There were about all Irishmen in the gang and when payday came around, they would go out and get drunk and spend most of their pay. Well, every Saturday morning, Chris would come into the office and leave a list of names for us to send up coal-a quarter of a ton, a half ton or so. Those men never knew who sent that coal, and if it hadn't been for Chris Baker many of their families would have suffered terrible hardships from exposure during those cold winter months."
A chronological record of the trainmen connected with the road during its existence is impossible. Fortunately there are a
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few old trainmen still living who remember those old days, not as far back as the year 1855, but far enough to make possible some kind of a record. The first to come to mind is "Conductor" Burn- ham, as everybody called him. He was as much a part of the railroad years ago as the coaches themselves. According to all accounts he must have been an exceptionally fine. man, always pleasant and agreeable, and well-liked by everybody. Nichols S. Burnham was born in the year 1827. In 1862 he became iden- tified with the road, taking the place of Conductor Fiske. At that time there was only one conductor on this line. He continued to be a "fixture" of the old line up to the time of his death in 1899. During his many years of service with the railroad, he resided in this town in the house now occupied by his son Herbert on the north side of Franklin street.
Our late town clerk, Herbert F. Bennett, was a conductor on this line years ago. He served with the Union forces during the Civil War and was a lieutenant at the time he was mustered out of the service. From that time up to the year 1870 he was con- ductor on the old horsecar line in Providence. In 1870 he became a conductor on the Bristol road and served in that capacity until the year 1883, when he succeeded the old town clerk Peter Glad- ding, who had served the town faithfully since the year 1847.
Many of the readers will remember George F. Stanton, who was station agent here for many years. His sudden death in December, 1896, shocked the entire community. He was born in the year 1840 and came to this town in 1862 when he became operator at the Western Union Telegraph office. In 188 1 he suc- ceeded George Hazard Pearce as station agent, which position he held up to the time of his death.
"Brad" Bosworth was another of the "old fixtures" of the railroad. Born in 18 56, he was only 18 years old when he started to work for the railroad, in 1874. Bradford D. Bosworth became conductor on the Bristol line in 1892 and served in that capacity until he was retired, just a few years before his death in 1939.
Among the conductors whose faces were familiar to the city- bound passengers of years ago were Joe Bosworth, a brother of
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Brad; Byron Fish, Walter Dodge and Walter Talbot. Bill McCaughey and Ed Murphy were brakemen in those days. David McCaughey, Tom McKale, John H. Potter, Ernest Meiggs, James Sullivan, and Will Fish were baggagemasters. A list of the old-time engineers would include Charles Daggett, Roger Murphy, and his brother Paul, Thomas P. Brightman, who in later years was the engineer at the Colt Memorial High School, Jim Hart, George and Al Benard. The firemen were Ephraim Hart, Frank Chace, Dave Bacon, George Luther and George P. King. Years ago Tom Church was the ticket agent under Mr. Stanton.
Edward Bacon, who died about ten years ago, was one of those who came here to work on the road in 1855. He was a carpenter by trade and worked for the company over 50 years. His son tells me that years ago, when they used to build the box cars here, his father worked on them. Albert Bacon, a brother of this Edward, was a blacksmith for the road, back in the year 181 5.
In the eighties Rufus Smith was master mechanic of the yard. "Daddy" Smith (George Smith), who lived at the corner of High and William streets, was one of the blacksmiths in the early days. Abner Walker was another one of the old-time black- smiths. Some readers will remember Dan Cruickshank whose smithy, back in the nineties, was located at the foot of State street, at the head of the steamboat wharf. Dan was boss blacksmith for the railroad about the year 1881, and they tell of his coming to work every day all dressed up in a Prince Albert coat, tall silk hat, gloves in hand, and carrying a cane. At that time he boarded with old Major Newton, who conducted the Bristol Hotel.
In the nineties Jerome L. Barrus was engine-wiper and Thomas Morrisey, the father of the late Chief of Police Mor- risey, used to "coal up" the engines. George L. Brent and Bill Brotherton were yard switchmen. Many readers will remember Manuel August, who died several years ago. He was a carpenter and worked in the carshop for a good many years.
E. M. Stiles followed Mr. Stanton as station agent in 1896, holding the office for about two years. He in turn was succeeded
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by Edward W. Miller, who held the position at the time the elec- tric road came into being in 1900. Al Fraser was the telegraph operator in those days. Col. Arthur W. Barrett was freight clerk. He started to work for the railroad back in 1891. George Shippee was shipper of freight for years. He had charge of the loading of the freight cars.
Back in the seventies, "Scotty" Dixon had a restaurant in the southeast corner room of the station. "Scotty" was one of those very few who are liked by everybody, and even now, after all these years, whenever his name comes up, we still have a tender memory of the one-time slave. He was born in the year 1844, nearly one hundred years ago. At the time of his death in 1896, he was only 52 years old. According to an old ad of the year 1879, W. S. Dixon at the Railroad Restaurant located in the Station was selling Barrington River oysters at only 50 cents per quart.
About 1895 the locomotives were all designated by name. These names were in six-inch gold-leaf letters on either side of the cab. There was the General Burnside,* named after the famous military leader of Civil War fame. Back in the fifties he was road surveyor of this little village. One was named Samuel W. Church, after the old director who helped to start the road. One bore the name L. M. E. Stone, and another was named the William Goddard.
In those days there was quite a complete unit of equipment and maintenance at this end of the line. There was the repair shop, carpenter shop, blacksmith shop, paint shop, upholsterer's shop, the long car barn, and the engine house (or round house as it was called) with its seven engine stalls (or pits) which could accom- modate that many engines. At the turn of the century, it was a familiar sight to see the big locomotives taking on water from the large standpipe in the yard at the foot of Franklin street. Before the town's waterworks were installed they used to get this supply of water for the engines at the old "water plug" which was lo-
*Built in 1865 at a cost of $16,825.
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cated a short distance up the tracks just south of the Poor House, on the east side of the tracks. There was a spring there and they used to pump the water into the tanks by hand. At this tank-house there were two tanks and they were always kept filled. In those days Thomas Morrisey used to do this. Many of our readers will remember him; years ago he lived in the little white cottage at Pappoosesquaw crossing.
One of my earliest recollections of the old depot is the bell they used to clang time and again five minutes before leaving time. By golly! that bell was an old hair-raiser. When Tom Church, the ticket agent, pulled that wire, the clang of the old bell resounded all through the trainshed and scared you out of a half year's growth. It is said that an early impression is a lasting one; and that is the way it affected me, for I was very young at the time. My father had just died and mother was taking her little family down on the Cape for a long visit with her parents.
I remember the old-fashioned hack driving up to our door and the strapping of the two large trunks on behind; and then the ride to the depot. While mother was at the window buying the tickets, Tom Church suddenly jerked the wire, and mother, as suddenly, dropped her pocketbook. We all thought the train was going to leave without us. Mother bunched us all up and we started on the run for the train. We made it all right and then settled back in the seats to wait for the train to start-in five minutes.
Back in the eighties, Beriah Brownell used to drive a hack, carrying folks to and from the depot. Jim West, who ran a livery stable in town years ago, Billy Howgate, who drove for him, and Euclid Nichols, Jr., were some of those who came later. I can still see them gathered around the radiator in the depot waiting room warming themselves on cold wintry days. They used to hang out there while waiting for the incoming trains, and during cold weather the top of the heater would be covered with heavy gloves and overcoats soaking up heat for their next trip out into the open.
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