FITCHBl'RG HISTORICAL SOCIETY
r
TH E
EARLY DAYS OF RAILROADS
IN FITCHBURG.
A PAPER READ BEFORE THE SOCIETY APRIL 18, 1892.
BY HENRY A. WILLIS,
President of the Societv.
FITCHBURG HISTORICAL SOCIETY.
THE EARLY DAYS OF RAILROADS
IN FITCHBURG.
A PAPER READ BEFORE THE SOCIETY APRIL 18, 1892.
BY HENRY A. WILLIS,
u
President of the Society.
FITCH BURG :
SENTINEL PRINTING COMPANY, PRINTERS.
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THE EARLY DAYS OF RAILROADS IN FITCHBURG.
The earliest record we find of a movement for a rail¬
road to connect Fitchburg with Boston is in the year
1837, at which time a meeting was held here and a com¬
mittee chosen to make a survey and report upon a plan
for connecting Fitchburg with the Boston and Worcester
railroad at Framingham, and eventually continuing the
route west to the Connecticut river. Surveys were made
and a very favorable report presented at a subsequent
meeting, and a committee chosen and instructed to pre¬
pare and circulate a petition to present to the Legislature
for a charter. But for some reason the project was de¬
layed and for the time being allowed to drop.*
Li ;—
J *It is worthy ol note, however, that this was not the first agitation
/ of the project of railroad-building through this part of the country. In
the Columbian Centinel, published in Boston, of date of July 4, 1829,
there was a communication signed "Franklin," stating that "a number
of respectable citizens of the commonwealth proposed to unite with the
various towns to construct a railroad from Boston" to Brattleboro', "
through "Watcrtown, Waltham, Weston, Sudbury, Stow, Bolton, Lan¬
caster, Leominster, Fitchburg, Westminster, Gardner, and such other
towns" as might be included on the line, and it was expected that land¬
owners along the route would give land five rods wide through which
it might pass.
The project never materialized, however, and is only mentioned here
to show that even before a single steam railroad was constructed in the
United States this route was thought desirable and practicable, and as
a matter of fact it was essentially covered when the Fitchburg and Ver¬
mont and Massachusetts railroads came to be built.
4
The Early Days of Railroads in Fitchburg.
Early in 1841 we find in the Sentinel an abstract of
reports of the several railroads then running in the state,
all of which had been constructed during the previous ten
years, giving net results of their business for the year
1840. The Boston and Worcester had paid seven per cent,
dividends, the Boston and Lowell five per cent., the Bos¬
ton and Providence seven per cent., the Nashua and
Lowell seven and one-half per cent., the Boston and Port¬
land six and one-half per cent., and the Western railroad
(Worcester to Springfield and Albany) was in process of
construction.
Public interest was again awakened, but no definite
action looking to a renewal of the project was taken un¬
til late in the year.
Fitchburg was even then an ambitious town, and
dreams of a great future were indulged in. Its population
in 1820 was 1,736, in 1830, 2,169, and in 1840, 2,604,
showing a very healthy growth for those days. Its water
power and other facilities were unequalled bj- any of the
towns in this vicinity, all of which began to look upon
this place as a future business centre. It was very natural
that its people should be seeking for as good communica¬
tion with the seaboard as had Lowell and Worcester,
and the failure of the project of 1837 had but temporarily
checked its enterprise in this direction.
_ The following is an account of the inception of the
Fitchburg railroad enterprise. The notice of the first
meeting is as follows:
"RAILROAD MEETING.
"The citizens of Fitchburg who feel an interest in the subject of a
railroad from this place to the city of Boston are requested to meet at
the Town Hall on Friday evening, Nov. 19, 1841, at half-past six
o'clock, to adopt such measures as they may think proper."
The origin of this meeting is as follows, as told by W.
S. Wilder, at that time editor of the Fitchburg Sentinel:
The Early Days of Railroads in Fitchburg. 5
"This notice, written by William B. Town, originated thus: One
evening in our reading room, present Alvah Crocker, Horace Newton,
Samuel Willis, Abial J. Town, the conversation was on the project of a
county road being laid out, passing through the south part of this
town, from Winchendon to Leominster. It was proposed to push for a
railroad, directly, to avoid the diversion of travel from Fitchburg centre.
Newton and Crocker expressed no faith in the project. Crocker referred
to the failure in attempting to get a road to Framingham, and was
discouraged. I told him if he would write a notice for a meeting, I
would publish it. He refused, and so did Newton. No one present had
confidence in the success of a railroad being built, or at least none was
expressed, and the most said in favor of calling the meeting was that it
might lead to a prevention of laying out the proposed southern road
by the commissioners. It was said if a railroad was ever built from
Fitchburg to Boston the southern road would be useless, and would
cost the town several thousand dollars. Newton (then one of the Select¬
men) was very anxious to avoid this."
It appears that William B. Town was induced by
some one to write the above notice and a meeting was
held as called, at which Francis Perkins was chairman
and Jacob Haskell secretary. The meeting resulted in the
choice of a " Committee of Correspondence and Enquiry,"
to report at some future meeting, consisting of Alvah
Crocker, Samuel Willis, John T. Farwell, Alpheus Kimball
and Abial J. Town. A committee to collect statistical in¬
formation upon the tonnage carried from and brought to
this place was chosen as follows: Levi Pratt, Porter Piper
and Abial J. Town. In the account of this meeting, the
editor, W. S. Wilder, indulges in the following comments.
I give the article in full, as it shows some of the objec¬
tions urged by the people of this rural town, and it also
shows that even in those days the Sentinel was progres¬
sive and fully in accord with the march of improvement.
" From the apparent interest which many of our citizens have taken
in relation to this subject, and the known feasibility of a route direct to
the city, we arc led to believe that the day is not far distant when this
new and desirable measure shall have been completed. The only obsta-
2
6
The Early Days of Railroads in Fitchburg.
cles in the way, of any importance, calculated to defeat the object, are
the strong prejudices existing in the minds ol many against all rail¬
roads, and particularly among the agriculturalists, who fear that a
reduction of price must necessarily take place in the usual products of
the farm wherever this mode of transportation is introduced; the oppo¬
sition which will undoubtedly be experienced from the two corporations,
one upon each side of the contemplated route, now in successful opera¬
tion; and the amount of stock required to be taken up. To these may
be added the opinions entertained by many who are fully aware of the
dangerous tendencies of increasing the wealth and power ol privileged
corporations. So far as the farming interests are concerned, any consid¬
erable opposition from this source must, we think, rise from mistaken
views. It cannot be reasonably supposed that the various kinds of
produce from any farm can long command a higher price in Fitchburg
or its immediate vicinity than it will in Boston, Worcester or Lowell,
and it must be obvious to all that the convenience of a railroad commu¬
nication will open a market for many kinds of produce which are now
unprofitable, only for the want of a cheap, easy and quick transporta¬
tion to the city. Should any opposition arise from the present established
corporations, we hope that a sense of justice and equal rights may so far
prevail among them as to neutralize its effects. And in order to secure
the necessary amount of stock, it only needs to be shown, as we believe
it can be shown to a demonstration, that investments in this under¬
taking can be made perfectly safe, and highly profitable. As to the
dangers of privileged corporations, so long as they exist, and must nec¬
essarily continue to exist in this country, the greater danger is to be
apprehended from a small number with superior advantage, rather than
many, equally accessible, and judiciously established throughout the
country. We shall therefore go for a railroad from Fitchburg to Boston.
And we venture to predict that if our citizens are not blind to their in¬
terests, they will unite in the effort now to be made in securing the
privileges of a railroad; and if this is not done, if the object is not in
some way accomplished, ere many years shall roll round the wheel of
time, the car wheels of other routes will roll away with the interests of
our citizens, in despite of the present thriving appearance of our village,
its excellent water privileges, its ample resources of business and its
inexhaustible Rollstone."
On the twentieth of December an adjourned meeting
was held to hear a report from its 4'Committee of Corre¬
spondence and Enquiry,", and was fully attended. The
The Early Days of Railroads in Fitchbnrg. 7
action of the citizens, already taken, had become noised
abroad and much interest manifested in the subject by the
people of the towns along the proposed route, notably at
Concord and Waltham. I find a vigorous editorial in the
Concord Freeman, manifesting great concern lest the pro¬
posed road should be connected with the Lowell road
(thirty miles distant), or the Worcester road (twenty-four
miles distant), and thus they might be "left out in the
cold."
At the adjourned meeting above referred to, the com¬
mittee reported the results of their visits to the various
towns, and it was voted that this committee be instructed
to call a convention of delegates from the various towns
interested, which they did, as follows:
* * "In pursuance of this trust we have appointed Tuesday,
the eleventh day of January, 1842, at nine o'clock a. m., at the Massa-
soit House in Waltham, when and where you are cordially invited to
attend; and also to take sueli measures as shall insure your town full
representation at said meeting. Some of the topics for discussion will be
"1st. Shall this large and populous section of country now reaping
no benefit from steam communication, but positive injury, unite to re¬
store our business and travel to its accustomed channels?
"2d. If the convention shall accept the affirmative of this question,
shall such measures be taken as will carry the object into speedy effect ?
"3d. Shall we unite with the Fresh Pond railroad,* so called, now
built within about four miles of Waltham, and if so, take such action as
will secure its immediate accomplishment ?
'' Delegates are earnestly requested to come prepared to state, as near
as possible, the number of passengers and the amount of tonnage both
from and to their respective towns, from and to the city of Boston, the
probable cost per annum for these two items to each town, the natural
resources (water power, etc.) for increase of business by increased facil-
*Thc Fresh Pond railroad, from Charlcstown to Fresh Pond in Cam¬
bridge, was completed in December, 1841, and the Iiunker Hill Aurora
announces the arrival of the first train, "loaded with last year's ice,"
and that it was drawn b}r a locomotive until it reached the crossing of
the streets. This was subsequently purchased by the Fitchburg railroad
and a portion of it taken into the main line.
8
The Early Days of Railroads in Fitchburg.
ities, together with such statistics as will not only add a deep and
abiding interest to the occasion, but form an invaluable material for
future use.
"We have the honor to be, very respectfully, your obedient servants,
"A. Crocker,
"A. J. Town,
"Samuel Willis,
"A. Kimball,
"J. T. Far well."
The following were chosen delegates to represent this
town: Alvah Crocker, A. J. Town, Samuel Willis, Alpheus
Kimball, John T. Farwell, Francis Perkins, David Bou-
telle, Isaiah Putnam, Porter Piper, Nathaniel Wood, C.
Marshall and Jacob Haskell.
The report of this meeting in the Sentinel was accom¬
panied hy another vigorous editorial in favor of the
project.
The convention was held according to the notice, Jan¬
uary 11th, 1842. About one hundred delegates were
present from the various towns along the proposed route.
Mr. John Rogers of Concord presided, with three vice-
presidents and two secretaries. Mr. Crocker addressed
the meeting, alluding to the primary measures adopted at
Fitchburg resulting in the calling of the convention, and
calling attention to the feasibility and advantages of an
independent route, instead of a route from Fitchburg to
connect with the Worcester or Lowell road as had been
contemplated in the project of some four or five years
before. Dr. Abraham T. Lowe of Boston, at that time a
director in the Western railroad, and who has lately died
at the age of ninety-three, addressed the convention at
considerable length, giving much encouragement by his
remarks. Gen. Dana of Charlestown and others addressed
the convention with good effect. The practical results of
the convention were the choosing of committees, as fol¬
lows :
The Early Days of Railroads in Fitchburg.
9
A Committee on Survey, composed of Samuel M. Fel-
ton of Charlestown, Samuel Willis of Fitchburg, W. E.
Faulkner of Acton, Israel Longley of Shirley, and thirteen
others from the various towns between Fitchburg and
Boston.
A Committee on Statistics, composed of Alvah Crocker
of Fitchburg, Salma Hale of Keene, Ebenezer Hobbs of
Waltham, David Loring of Concord and Joseph Davis of
Templeton.
Also a committee to confer with the directors of the
Charlestown branch, Fresh Pond railroad, and to petition
the legislature for a charter, if they thought best, as fol¬
lows: Alvah Crocker of Fitchburg, N. F. Cunningham of
Boston, F. R. Gourgas of Concord, Abel Phelps of Bos¬
ton. The last committee was also empowered to propose
resolutions and publish the proceedings of the convention.
This committee subsequently reported the following res¬
olutions, which are given in full, as they are rather unique
in composition and show great earnestness of purpose:
"Resolved, That the success which has hitherto crowned railroad
enterprise in every section of this Commonwealth now sheds its beacon
light upon us, and stimulates us to prompt and efficient action to ob¬
tain the same glorious results for ourselves that others now enjoy.
"Resolved, That while we regard with the highest satisfaction the
increasing wealth and prosperity incident upon the establishment of our
great railroad thoroughfares in New England, both to our own city of
Boston and those sections of country through which they pass, while
our lively sympathies and willing aid have been afforded toward the
completion of those noble works, common justice would seem to indi¬
cate that others, who now enjoy such additional facilities, should also
accord to us their sympathy and aid.
"Resolved, That while we are determined (should a charter be ob¬
tained) to build a road inferior to none in durability and care in the
construction, an imperious sense of duty demands a rigid econonry; and
in consequence of the extreme feasibility of the route, the public have a
right to ask and expect a moderate tariff, not only for passengers and
tonnage, but also for branch roads which may enter upon our track.
10 The Early Days of Railroads in Fitchburg.
" Resolved, That while the Western railroad must ever be the great
outlet to the fertile and almost inexhaustless West; while the Lowell
and Concord road now commands and must ever command an immense
business on the east side of the Monadnock, Kearsarge and Franconia
Ridge, the God of Nature has marked and established, by metes and
bounds not to be misunderstood, a direct river route, not to Keene and
Brattleboro', but following the tipper Connecticut and other streams to
Whitehall and Montreal.
"Resolved, That this route, almost precisely intermediate between
Lowell and Worcester roads, is the consummation of the routes essen¬
tially necessary for the northern country and Boston—the direct route,
when finished, for the travel from our Atlantic steamers to Montreal;
and that this first section to Fitchburg is a germ which will ultimate in
such fruition."
These committees got immediately to work, and I also
find that stock subscriptions were made at once, in ad¬
vance of any charter being authorized. At Concord, a
rousing meeting was held February 5, 1842, and a com¬
mittee chosen to procure stock, who reported a few days
later a subscription of $48,000, all from Concord citizens.
On the 12th and 14tli of February meetings were held in
Fitchburg and Waltham, and stock subscriptions opened.
At the latter place liberal subscriptions were made; but I
conclude from a manuscript letter of February 11, 1842,
now in my possession, from Samuel Willis to Alvah
Crocker, then a member of the legislature, that there was
much apathy existing here on the subject, owing, the letter
states, to the fact of the uncertainty as to where the
railroad was to terminate. The sectional feeling between
"Old City" and "Up Town" was very pronounced in
those days, as we shall see further on. The letter was an
urgent appeal to Mr. Crocker to leave his legislative
duties and come up and address the people, which he
probably did. On the 21st of February, 1842, a public
meeting was held at Charlestown, at which it was re¬
solved that "We hail with joy the prospect of bringing
The Early Days of Railroads in Fitchburg. 11
to this town the terminus of the contemplated railroad
from Fitchburg," and a committee of nine was chosen to
solicit subscriptions to the stock.
On the 2d of March, 1842, the bill for the incorpora¬
tion of the Fitchburg Railroad Company was passed to
be engrossed. After this date the work of the committees
was very vigorously pushed, and reports were made at a
meeting held at the Fitchburg Hotel, June 27, 1842, at
which meeting it was voted that the persons named in
the act of incorporation be requested to call a meeting of
the subscribers to the stock, to be held at Concord on
July 13, 1842, "to determine on the acceptance of the act
of incorporation, to elect directors, adopt by-laws, etc."
This meeting was accordingly called by A. Crocker and
N. F. Cunningham.
The meeting at Concord was held pursuant to notice,
and was presided over by Hon. Samuel Hoar of Concord.
The "Act" was accepted, by-laws adopted, and the fol¬
lowing were unanimously elected as the first Board of
Directors: Alvah Crocker of Fitchburg, Samuel Willis of
Fitchburg, David Wilder of Leominster, W. E. Faulkner
of Acton, Israel Longley of Shirley, David Loring of Con¬
cord, Horatio Adams of Waltham, Nathan Pratt of
Cliarlestown, Benjamin Thompson of Waltham, N. F. Cun¬
ningham, Luke Carter and E. H. Derby, of Boston. It is
recorded that gentlemen were present from nearly every
town along the route, and that the utmost harmony and
good feeling prevailed.
From this time on during the year 1842, I find that
interest was not allowed to lag. Meetings were held and
the subscription list pushed. The local papers along the
route teemed with editorials in favor of the project.
There appeared to be no public opposition.
A lengthy communication in the Sentinel of Sept. 16,
1842, with about every other sentence in italics, signed
12 The Early Days of Railroads in Fitchburg.
t4C.," is so characteristic of its probable author that I
transcribe its closing paragraph.
"Mr. Editor:—I am aware that I am somewhat lengthy, but our
present legislative session reminds me of the political bearing of this
and enterprises of a similar character, a word upon which and I close.
New England lias heretofore sustained a commanding influence in this
great republic. Her district schools, her colleges of learning, and her
exalted moral principles have diffused abroad their rich and varied
blessings. To promote and increase their influence we must secure to
ourselves every possible means of sustaining a dense population by
industry and the arts, and should regard our physical as well as intel¬
lectual energies. Let these grow tame and dead and the very smallness
of our territory will sink us into insignificance. Let New England influ¬
ences cease upon this nation, and the abstract vagaries of southern nul¬
lification, the pestilential miasma of corrupting, licentious slavery will
ring the death knell of a structure of human government, beautiful for
its symmetry and hallowed for its sacred regard for the unfettered, un-
trammeled freedom of mankind."
Mr. Crocker was, indeed, indefatigable. We find him
addressing meetings in Boston, Charlestown, Greenfield,
Keene and Brattleboro', and he seemed to be the foremost
man in the undertaking. He had also a good number of
coadjutors who were scouring the country for subscrip¬
tions. Among these may be prominently mentioned, Sam¬
uel Willis of Fitchburg, W. E. Faulkner of Acton, Israel
Longley of Shirley, David Loring of Concord, and E. H.
Derby of Boston. But it was not until the spring of 1843
that sufficient stock was secured to warrant the commen¬
cing of work, at which time twenty-seven miles of the
road was put under contract, and the work finally began
May 15, 1843. The first assessment of ten per cent, was
made, payable May 25, 1843.
On the 1st of August Mr. Crocker and E. H. Derby
of Boston sailed for England to purchase iron rails for
the road. They returned about October 1st, having pur¬
chased lour thousand tons, in addition to those already
The Early Days of Railroads in Fitchburg. IB
purchased. It appears that they bought at a favorable
time, as an advance of six dollars per ton took place
thirty days after. On December 20th the road was opened
to Waltliam; fare, twenty cents, or twenty-five cents in¬
cluding omnibus transfer to Brattle street.
The capital subscribed thus far was $750,000. The
company bought about twenty acres of land for terminal
facilities, with two thousand feet of water front. This
seemed to be a large tract at that time, but has since
proved far too small, and much has been added.
During the year great interest in railroads was mani¬
fested everywhere. We find meetings being held at
Brattleboro' and Greenfield, to consider a line west from
Fitchburg; and at Keene, Bellows Falls and Rutland, in
the interest of a northern route to Burlington. Also, at
Nashua in favor of a line to South Groton, to connect
with the Fitchburg railroad.
Early in 1844 the agitation for a depot location in
this city commenced. A most exciting controversy fol¬
lowed during the next few months, the effect of which was
felt for years.
To fully understand the merits of this controversy, it
should be remembered that what constituted the principal
village of'Fitchburg, at that time, was situated above
what is now known as Newton place. Both the hotels,
nearly all the stores and other business locations, were
above this point. From the house of Dr. Boutelle, where
is now the office of the Fitchburg Gas company, corner of
Main and Grove streets, to the Fox house, where the
opera house stands, corner of Main and Prichard streets,
there were but one or two buildings on the north side of
the street; while on the other side, from the point of resi¬
dence of Mrs. Alvah Crocker, at the corner of Main street
and Wood place, to what is now Putnam street, there
were but six houses, five of which are standing to-day.
3
/f
14 The Early Days of Railroads in Fitchburg.
The territory now bounded by Grove, Prichard and Main
streets was vacant land; and all the land in the rear, to
the top of the hill at Mt. Globe and Mt. Yernon streets,
was bare of buildings and partly covered with forests.
At what was known as the "Old City" was one store,
a blacksmith's shop, the stone cotton-mill and the board¬
ing-houses attached thereto, also a sash and blind shop,
on the site of the present Canal block. Below the David
Boutelle house, opposite the depot, and in the territory
now bounded by Blossom, Pearl, Pacific, Lunenburg and
Main streets, there were no buildings. There was a
school-house, and perhaps six or eight dwellings, on . the
west side of Blossom street; no hotel or church. The
land, from what is now Railroad park to the river, was
practically bare.
The charter read (in relation to location) "to a cer¬
tain point of land owned by Samuel Hale, thence to some
point in the village of Fitchburg which shall best accom¬
modate the people." The land of Samuel Hale, referred
to, was beyond the river, and where the gas works are
now located. Mr. Crocker, the president of the road, un¬
fortunately, perhaps, owned the most of the land now
bounded by Water, Main and Summer streets and the
river, and known as "Burbank flat."
A committee of directors (of which Mr. Crocker was
not one) was chosen to locate the depot, and, after sev¬
eral weeks' consideration, located it on this tract. I find,
about this date, most bitter and sarcastic editorials and
letters of great length in the weekly Sentinel. A very
lengthy report was made by the committee, E. H. Derby
and H. Adams, justifying their action, and accompanied
by a report of the engineer, in which he gives comparative
estimates of the expense of reaching different locations
suggested. This latter closes as follows:
The Early Days of Railroads in Fitchburg. 15
"The Fox lot is insufficient for the accommodation of both roads
[meaning the proposed road west] and too far above their probable
juncture. The lot at the 'Old City' is very accessible and as we think
sufficiently central for the accommodation of business; of ample area to
allow of any enlargement with the probable increase of business; and
by its adoption a probable saving of twenty-five thousand dollars may
be secured to this corporation. With these views, I cannot hesitate to
give my opinion in favor of its selection, as containing more advantages
for a common terminus than any other of the proposed sites."
The "Fox lot" referred to was the land now bounded
bv Grove, Prichard, Oliver and Main streets. I think an¬
other lot proposed was the land now occupied for the west
railroad }^ard, beyond the Priest Lumber Company loca¬
tion. The committee received a long and somewhat spicy
remonstrance from the citizens, and gave them a patient
hearing before making their final decision. Their indigna¬
tion knew no bounds. They charged that "Mr. Crocker
has unduly influenced the board of directors to buy his
twenty acres of land for six thousand dollars; that forty
feet had been lost in the grade from Leominster, to get
down to his land." A petition, signed by three hundred
and ten legal voters, was actually presented to the legisla¬
ture, "to be incorporated for the purpose of constructing
a railroad to connect the village of Fitchburg with the
Fitchburg railroad." The newspaper discussion went on
for many weeks, and is very spicy reading at the present
da}-. I have been told that most of the principal stock¬
holders here threw their stock upon the market and sold
out, depreciating the same considerably below par, and
that at the completion of the road scarcely any of the
stock was held in Fitchburg. Mr. Crocker suffered severely
from the episode, and the feeling engendered lasted for
years. But who can say, at the present day, that the di¬
rectors made any mistake in their location? Where could
twenty acres have been bought that would so completely
have served the purpose, as that which was secured? We
16
The Early Days of Railroads in Fitchburg.
certainty have to be thankful that the Fox flat, now occu¬
pied by the court house, armory, monument and churches,
was not destined to become the terminus of a railroad,
with all which it implies. From this time forward there
was very little excitement here concerning the railroad.
The work silently progressed. The road was opened to
Waltham, December 20, 1843; to Concord, June 17, 1844;
to Acton, October 1, 1844; to Shirley, December 30, 1844;
and to Fitchburg, March 5, 1845. The opening of the
road was not the occasion of any great demonstration.
The following from the Sentinel of March 7, 1845, is its
only account of the opening:
"FITCHBURG RAILROAD.
"The passenger cars arrived at the depot in this town on Wednes¬
day morning for the first time, bringing^the officers of the corporation.
The officers were greeted on their arrival by a committee of reception
and by citizens, and were addressed by Col. I. Phillips, and in reply in
their behalf by A. Crocker, Esq., president of the board. The passenger
trains now run regular, leaving at 6V2 and 10 o'clock A. M. and 4*4
P. M. Freight trains run daily."
The 4 4 depot fight" had taken all the enthusiasm out
of the people. The Sentinel appears to have turned the
cold shoulder, for in the next succeeding weeks I find not
the slightest allusion to the railroad, except the following
in its advertising columns:
"FITCHBURG RAILROAD OPENED THROUGH TO FITCHBURG.
"On and after Wednesday, March 5th, and until further notice, pas¬
senger trains will run over the Fitchburg railroad as follows:
"Up trains, leave Charlestown at 7 A. M., IV2 and 5 P. M.
"Down trains, leave Fitchburg at 6M> and 10 A. M. and 4V2 P. M.
"A freight train will run both ways over the road daily.
"S. M. Felton, Engineer.
"March 3, 1845."
But I find in the Bunker Hill Aurora, of March 8,
1845, an extensive two-column account of the u opening,"
from which some extracts are here given:
The Early Days of Railroads in Fitchburg. IT
"The train bearing the directors and some of the stockholders left
Charlestown at 7 A. M., and received demonstrations of welcome at
various points along the route, especially at Leominster, where there
was a general turnout of the people, with flags and banners waving,
and a welcoming salute of artillery. At Fitchburg several hundred peo¬
ple were found, and cheers on cheers welcomed the new visitors. The
Fitchburg band had been engaged for the occasion, and they added
their fine music to the general joy which the event inspired.
"Col. Phillips of Fitchburg, in behalf of the citizens, addressed the
president and board of directors of the road, and gave them a welcome
to the town. He spoke particularly of the enterprise and the discour¬
aging circumstances under which it had been commenced; the obstacles
and difficulties it had to encounter, and its completion and final tri¬
umphant success against all opposition. He complimented Mr. Crocker
for his unwearied exertions and his indefatigable zeal in the work, from
its first commencement to its completion, and thought that the success
which had crowned the labor would compensate for the obstacles over¬
come. His remarks were received with applause and approbation, and
the people assembled seemed to feel and appreciate the truth of them.
"Mr. Crocker, president of the road, made a brief reply, in which he
expressed the unexpected pleasure this spontaneous reception of the first
passenger train into Fitchburg had afforded him. He spoke of some of
the difficulties which the company had to encounter, and of the gratifi¬
cation which so large a degree of success as the company had met was
calculated to inspire. His allusions to more local questions were delicate
and proper; and in respect to the location of the depot at Fitchburg,
being himself a resident of the town, and not wishing to exert any in¬
fluence over that matter, he had left the determination of it entirely to
the directors, not one of them knowing his views until after the question
was decided. He said he hoped to have an opportunity before long of
affording to the citizens of Fitchburg an opportunity to test the facilities
of the road, and also of expressing himself more at length, than he could
do on this occasion, on the subject of its construction and completion.
" Mr. N. F. Cunningham, one of the directors, having invited his
associates and a few friends to his residence in Lunenburg, carriages
were provided and they repaired thither (about five miles from the
Fitchburg depot). Mr. Cunningham entertained his guests in a most
sumptuous and elegant manner; and enough was seen of Lunenburg to
enable us to say that under more auspicious circumstances this pleasant
and delightful town would afford as many attractions of fine scenery
and beautiful location as any other town in the state.
18
The Early Days of Railroads in Fitchburg.
" Returning to the depot, the train left at 4.30, and arrived at
Charlestown at 7 o'clock; and although the weather was exceedingly
unfavorable, we believe we may say that the gentlemen were highly
pleased and gratified with their excursion, more especially with the trip
to Lunenburg. The moist atmosphere of the day seemed not to dampen
the spirits or check the flow of wit and cheerful good humor which
commenced with starting and continued to the return."
The article continues: "We have so far refrained from mentioning
the efforts and labor of Alvah Crocker, Esquire, of Fitchburg, the well
known and indefatigable president of the company,—the sole projector
and father of the Fitchburg railroad. In the commencement of this
great enterprise Mr. Crocker stood alone; and amid every vicissitude
and every species of discouragement he pressed forward with indom¬
itable zeal in his favorite project. Nothing could check his enterprise
and no combination of circumstances cool his zeal. The opposition of
interested parties, the lukewarmness of friends and the chilling taunts
of someAonly had the effect to draw out his energies in the labor of his
heart; and. the time has now come when he may look with delight and
high satisfaction upon the completion, so far, of his great enterprise.
The most triumphant success in the undertaking is now apparent; and
the necessity for the road, and the business and travel which he foresaw
justified and demanded it, are now made manifest and are now securing
to the stockholders the result of a wise and judicious investment of,
their money.
"The efforts of Mr. Crocker over the entire line of the road (in which
we believe he addressed more than one hundred meetings of the people),
as well as his other services out and in the board of directors, have been
such as few other men could have performed; and the purity of motive
and the singleness of heart in which Mr. Crocker went into this work
and pressed it to such eminent success, are equally creditable to his pub¬
lic spirit and to his patriotism.
" It is undoubtedly due to the board of directors to say, that from
the first, Mr. Crocker has possessed their entire confidence, and they
have never failed to give him, in every emergency, their prompt and
cordial support; and it is but justice to him to add that they have
found no occasion to regret this course, nor any cause to doubt his sa¬
gacity and the correctness of his proceedings.
"We have occupied more space in these remarks than we intended,
and we may add that they rest altogether upon our own responsibility.
We have not made them to minister to any morbid sensibility on the
part of the gentleman named, nor for any other reason whatever than
the simple one that we know them to be true and deserved."
The Early Days of Railroads in Fitchburg.
19
This tribute to Mr. Crocker was undoubtedly well
merited, and I doubt not would have found public expres¬
sion in Fitchburg at the time but for the unfortunate
depot episode heretofore alluded to.
The capital of the company, at the completion of the
road in the spring of 1845, was $1,322,500. The length
of the road was forty-nine and one-fourth miles, which
was built at a cost of about $23,000 per mile; the whole
work being done by S. F. Belknap, under contract, he
supplying all material except the rails. S. M. Felton was
the chief engineer, and afterwards the first superintendent
of the road. It was built during a period of financial
depression, when money was, for a portion of the time,
worth one to two per cent, a month; but it was built
entirely from subscriptions, and with no state aid, as the
Western railroad had received.
f0 It is recorded that during its construction "the com¬
pany never borrowed a dollar, never gave a note, nor had
a lawsuit, and met with no accident of any account." It
was essentially a Fitchburg enterprise, having its inception
here, and carried on to completion largely through the
efforts of Fitchburg men, while its capital was largely
furnished by the people of the towns along the line and
not by the capitalists of Boston.
Upon its completion, it immediately entered upon a
most prosperous career. Its first dividend was paid in
August, 1845, at the rate of eight per cent, per annum.
In 1846 it paid ten per cent., 1847, ten per cent., 1848,
nine and one-half per cent., 1849, eight per cent., 1850,
eight per cent. January 1, 1850, its capital stood at
$2,650,000.
Its history from that time to the present it is not my
purpose to give in this paper. Suffice it to say, that it
has progressed and developed with the ever-increasing
demands of a growing country, and has always had an
20 The Early Days of Railroads in Fitchburg.
honest management. It has absorbed other lines and
become one of the great arteries along which courses the
tide of business from the seaboard to the country's utmost
limit.
From a million and a quarter capital, no debt, and
fifty miles of track at the beginning, it has increased to
the present capital of $22,164,300—and a bonded debt and
guaranteed stock of lines it has absorbed, of $25,042,600
—and 436 miles of track.
Commencing with three passenger trains and one
freight train each way, daily, it has increased to thirteen
passenger and over twenty freight trains, daily, in each
direction.
The Vermont and Massachusetts railroad was the next
road, having a terminus in Fitchburg, to be built.
In November, 1843, a circular signed by prominent
citizens of Athol, Greenfield, Northfield, Vernon, Brattle-
boro', Putney, Newfane and Royalston, was issued, calling
a convention of all interested in the " extension of the
Boston and Fitchburg railroad to Brattleboro', Lake
Champlain and Canada, to meet in Brattleboro' on Tues¬
day, December 5, 1843, to devise and execute measures to
effect the same."
Singularly enough, no one from Fitchburg appears to
have signed the call. The meeting was held as called, and
about one thousand delegates were present. Committees
were chosen, resolutions adopted, and an adjournment
made to Athol for December 21, 1843, where the work
was thoroughly organized.
The means taken to arouse public interest along the
route, and to secure subscriptions, were much the same as
in the ease of the Fitchburg railroad; and Alvah Crocker
again seemed to be the moving spirit of the enterprise.
The Early Days of Railroads in Fitchburg. 21
An act of the legislature of Vermont to incorporate
the Brattleboro' and Fitchburg railroad company was
passed in October, 1843, and an act of the legislature of
Massachusetts to incorporate the Vermont and Massa¬
chusetts railroad company was passed March 15, 1844.
Both of these had provisions for the union of the two
companies, which was afterward effected, and the company
organized as the Vermont and Massachusetts railroad
company in November, 1844, and the following directors
chosen: Nathan Rice, Thomas Lamb, Isaac Livermore,
John J. Low, Jacob Foster, Joseph Goodhue, Henry Tim-
mins, Joseph Davis, H. W. Fuller, Calvin Townsley, Alvah
Crocker, Gardner C. Hall, John R. Blake. Nathan Rice
was the first president, F. W. Buckingham clerk, and John
Rogers treasurer. Alvah Crocker became its president in
1845, and continued to serve until the road was completed.
Work was commenced in September, 1845. The road
was opened to Baldwinville, September, 1847; to Athol,
January, 1848; to Montague, December, 1848; and to
Brattleboro', February 12, 1849.
This company was not a financial success for many
years, but was destined, ultimately, to become an impor¬
tant factor in the great line of which the Hoosac Tunnel
was the greatest feature. It continued to operate its line
until 1874, when it was consolidated with the Fitchburg
railroad by a lease for nine hundred and ninety-nine years,
executed on the seventh of January, 1874.
The Cheshire railroad, connecting Fitchburg and Bel¬
lows Falls, making a junction with the Vermont and
Massachusetts railroad at South Ashburnham, was first
projected in 1843, by a circular issued and dated Decem¬
ber 12, 1843, signed by well known citizens of Fitzwil-
liam, Keene, Westmoreland, Walpolc, Troy, Marlboro' and
Gilsum, calling a meeting at Keene, December 27, 1843.
4
22 The Early Days of Railroads in Fitchburg.
The convention was held and great enthusiasm pre¬
vailed. An organization was fully effected, by the appoint¬
ment of various committees, and in the fall of 1844 a
charter was obtained from the legislature of New Hamp¬
shire, and one from the Massachusetts legislature the fol¬
lowing winter.
In March, 1845, stock subscription lists were opened,
and in two months there had been subscribed $1,180,000,
being $180,000 in excess of the amount authorized by the
charter.
The company was organized, and the following officers
chosen: President, Thomas M. Edwards; clerk, Salma
Hale; treasurer, C. J. Everett; directors, Thomas M. Ed¬
wards, Abel Phelps, Salma Hale, Benjamin F. Adams,
Thomas Thatcher, Hiram Hosmer, Ephraim Murdock, Jr.
Work was commenced late in that year, or early in
1846, and the road was opened to Keene, May 16, 1848,
and to Bellows Falls, January 1, 1849.
The road built up a fine business, and eventually be¬
came a very profitable investment to the stockholders.
It finally became a part of the Fitchburg system, about
two years ago.
The Fitchburg and Worcester railroad was more essen¬
tially a Fitchburg enterprise. It was to connect two
towns having very intimate relations, Worcester being the
county town. Hence we find Fitchburg men more defi¬
nitely connected with it. Among them may be named
Ivers Phillips, Francis Perkins and Nathaniel Wood.
It was a short line of fourteen miles, simply connect¬
ing Fitchburg with the Worcester and Nashua railroad at
Sterling, and was to be run in connection with that line.
At an interview which I had with Col. Phillips, last fall,
I obtained the following facts, which I will give in his
own words:
The Early Days of Railroads in Fitchburg. 23
" The railroad was organized in 1847. It was started tinder the
auspices of Dr. Charles W. Wilder of Leominster, who was the first
president of the company.
"They raised money so that they graded the road, bargained for the
rails, and then found themselves out of money. The rails arrived and
the doctor was discouraged.
" He called a meeting of the stockholders, made a report of the con¬
dition of affairs, and stated that they must have sixty thousand dollars
to pay for the rails and get them down.
"I think I came forward and said, 'If you want sixty thousand
dollars, let us mortgage the road for about eighty thousand dollars.'
'But who will buy the bonds?" was asked. 'Suppose we mortgage the
road for eighty thousand dollars and sell the bonds for eighty per cent.;
you would take some, Dr. Wilder, and you, Mr. Perkins, and thus get
the rails with the sixty thousand dollars obtained from selling the eighty
thousand dollars of bonds.' I carried it. I got a majority of the stock
with me.
"Mr. Perkins said, 'I resign my position on this board.' He ob¬
jected to the bonds being sold below par. It was the only way, in my
mind, for the money to be raised. Records • should show the doings of
that meeting. We raised money enough by them to get the iron rails,
just before winter set in, the winter of 1848. The road was already
graded and land damages paid. I was chosen director in place of Mr.
Perkins. Soon after, Dr. Wilder resigned, and I was chosen president.
I went on and had the rails laid; had one lawsuit. The rails were
bought by Dr. Wilder, and the contractor demanded some two or three
thousand dollars interest for the time the rails laid in Boston, we being
unable to pay for them. We had to pay it. Rails were put down
during the winter. The ground was frozen pretty hard. The directors
of the road were Dr. Wilder, James H. Carter, Mr. Perkins, Abial J.
Town, Samuel Houghton and Joel Pratt of Sterling, and a Sterling
«
tanner (I don't remember who), Dr. Field and J. C. Allen of Leominster,
—nine directors. It was fourteen miles to Sterling Junction. We opened
in 1849, with only one engine, which ran back and forth. The first
engine was the ' Washacum.' The Worcester and Nashua road ran it for
us, for a time. We had the 'Washacum,' and one baggage car and one
passenger ear. The 'Uncle Tom' was bought of the Providence and
Boston road. We bought it, and the directors gave their note for it.
We ran with these two for a time, and then got a third, called the
' Kollstone,' in February, 1849. It was in the fall of 1848 that we
raised the money. Began grading in 1847."
24
The Early Days of Railroads in Fitchburg.
This road was built for a small sum of money, was
economically managed, and became a paying investment
long before it was absorbed by the Boston, Clinton and
Fitchburg Railroad Company, which occurred in July,
1869; and later it became a part of the Old Colony sys¬
tem, in March, 1883.
It was quite a small affair, at best, but it formed a
very important connecting link between Fitchburg, New
York and the west. It started with three trips each way,
daily, and it is a singular fact that it runs only the same
number to this day, and substantially on the same time
as at the beginning.
The Boston, Clinton and Fitchburg railroad, alluded
to above, was started at a much later period than is cov¬
ered by this paper, and its opening career is not therefore
taken up.
We have seen what the ten years, from 1840 to 1850,
brought to us in improved communication with the outer
world. It goes without saying that all this development
of these towns and cities, all along the lines of these
steam-highways, has chiefly come from the facilities these
lines have afforded. All honor to those men of enterprise
(most of them now in their graves) who were foremost
in pushing these great enterprises. To be sure, it was
substantially all to come in due time, but it seems to me
that a remarkable amount was accomplished in this direc¬
tion in that short decade. It should be remembered that
money was comparatively hard to raise in those days,
and also that every share of stock represented one.hund¬
red dollars, u for it had not then become the fashion to
build railroads on bonds sold below par with the stock
practically thrown in." The whole country was scoured
to raise these subscriptions. All classes were called upon
to contribute, and the hard earnings of the farmer and
The Early Days of Railroads in Fitchbnrg.
25
the mechanic were called out in a multitude of one, two
and three to five-share subscriptions to a project which
could not be absolutely demonstrated as a paying one,
and which in some cases, notably the Vermont and Mas¬
sachusetts railroad, proved disastrous; for the stock of
that road began to sink from the completion of the road,
and continued for years, until it touched bottom at seven
dollars per share,—and never in fact paid a dividend until
a short time before it was consolidated with the Fitch-
burg.
In the forty years succeeding the decade we have had
under consideration, great advances have been made in
railroads and their equipment. What the future has in
store for the people who may come after us, we may not
fathom. Electrical development is now the problem, and
we may be sure that the people of this enterprising com¬
munity will not be behind their predecessors in grasping
every opportunity which may tend to promote their ma¬
terial prosperity.