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Extension (Louisiana, United States) (search for this): chapter 15
as a water-way, and by the laying of iron pipes along the ten miles of the southern end to Woburn utilize it as a water supply for Boston, had just been made. Mr. Hayward said:— To the expense of building the branch, I have added that of building a second track on the Maine Extension Road, The railroad from Wilmington to Boston was then so styled. from the proposed junction with that road to the Middlesex canal, where the route proposed on the south side of the river would meet the Extension road. This I do, that we may have all the data for comparing the two routes proposed. This expense (in five items) amounted to $9,652.60, and, added to the estimate already given, total $34,735.10, to which ten per cent. ($3,473.50) was added for engineer, contingencies, etc., making $38,208.60. As yet we have not ascertained the actual cost of the branch, as only the accounts of the Boston and Maine can give proof. By this it appears that the recent Interurban project and even the
Lynn (Massachusetts, United States) (search for this): chapter 15
d Traverse streets in Boston, and that the trains were hauled by horses to the locomotives waiting just below Causeway street and also inwardly. Another report throws a little light on the manner of operating the branch:— January 3, 1854, Saugus and Medford train coming in at 2.20 P. M., Baggage Master Caleb Eames, Jr., of Saugus, killed near freight house owing to misplaced switch. This record indicates that some Medford Branch trains were attached to other inward trains at Medford JuncSaugus, killed near freight house owing to misplaced switch. This record indicates that some Medford Branch trains were attached to other inward trains at Medford Junction and the combined train taken over the Main line to Boston by one engine. A similar arrangement obtained on other roads. Such would have left the Medford engine free to return with cars brought to the junction by another outward train, and better accommodated the time schedule. Report of another accident was nearer home:— September 4, 1857, Mrs. Dexter Loud of Abington was fatally injured at Park street station. It was not known whether she stepped from the car on to the track; her
Concord (Massachusetts, United States) (search for this): chapter 15
so that it had undertaken to construct the Branch, had filed location thereof according to law, and was desirous to proceed with construction forthwith. Then follow the names of the property owners along the line with whom question of land damage was unsettled, beginning with Luther Angier at Main street and ending with William Bradbury at the other end. The petition was signed by the president of the Boston and Maine, Thomas West. On the first Tuesday in June, 1846, at their meeting at Concord, the commissioners ordered the petitioners to give notice to all these interested persons and corporations of its meeting for a view, and a hearing at the Medford Hotel on 10th of August next, at ten of the clock in the forenoon, by serving each of the land owners named with a copy of this petition and order thereon, fourteen days before said view, etc. The copy mentioned is endorsed as to Mrs. Eliza Perkins and is attested by the signature of John T. White, Constable of Medford. In all
Medford Branch (North Carolina, United States) (search for this): chapter 15
ht on the manner of operating the branch:— January 3, 1854, Saugus and Medford train coming in at 2.20 P. M., Baggage Master Caleb Eames, Jr., of Saugus, killed near freight house owing to misplaced switch. This record indicates that some Medford Branch trains were attached to other inward trains at Medford Junction and the combined train taken over the Main line to Boston by one engine. A similar arrangement obtained on other roads. Such would have left the Medford engine free to return wees lived and bore fruit that year. Of the many trees in that orchard, over which numerous houses have been built, a few still remain, but have suffered for want of care in these later years. One of the conditions of land grant was that all Medford Branch trains should stop there. At first there was no station house, a signal was shown. After a while a little shack was provided for shelter, and later a station house erected. We had a pleasant interview with him recently, sitting on the la
Maine (Maine, United States) (search for this): chapter 15
were privileged by the charter to do) disposed of their charter and franchise to the Boston and Maine. We have before us a printed copy of the latter's petition to the county commissioners of Middlth William Bradbury at the other end. The petition was signed by the president of the Boston and Maine, Thomas West. On the first Tuesday in June, 1846, at their meeting at Concord, the commissionl-Road Company had but brief existence, and that the Branch railroad was built by the Boston and Maine and always has been a part of its system. And now arises the query, Just when was it built and n of passenger service? In the reports of railroads to the state, that of 1846, the Boston and Maine reports 9 65/1000 miles of branch road of single track. Of this the Medford Branch is a little et we have not ascertained the actual cost of the branch, as only the accounts of the Boston and Maine can give proof. By this it appears that the recent Interurban project and even the defunct My
Moenus (Germany) (search for this): chapter 15
ains were hauled by horses to the locomotives waiting just below Causeway street and also inwardly. Another report throws a little light on the manner of operating the branch:— January 3, 1854, Saugus and Medford train coming in at 2.20 P. M., Baggage Master Caleb Eames, Jr., of Saugus, killed near freight house owing to misplaced switch. This record indicates that some Medford Branch trains were attached to other inward trains at Medford Junction and the combined train taken over the Main line to Boston by one engine. A similar arrangement obtained on other roads. Such would have left the Medford engine free to return with cars brought to the junction by another outward train, and better accommodated the time schedule. Report of another accident was nearer home:— September 4, 1857, Mrs. Dexter Loud of Abington was fatally injured at Park street station. It was not known whether she stepped from the car on to the track; her dress caught on the step of the engine and s
Mystic Valley (Tennessee, United States) (search for this): chapter 15
s I do, that we may have all the data for comparing the two routes proposed. This expense (in five items) amounted to $9,652.60, and, added to the estimate already given, total $34,735.10, to which ten per cent. ($3,473.50) was added for engineer, contingencies, etc., making $38,208.60. As yet we have not ascertained the actual cost of the branch, as only the accounts of the Boston and Maine can give proof. By this it appears that the recent Interurban project and even the defunct Mystic valley were not the first to consider a way paralleling the Medford turnpike. Mr. Hayward placed his report before Messrs. Bishop, Lawrence and others, the corporators of the railroad (Mr. Usher says a committee of citizens employed him), closing thus The distance to Boston by the northern route is thirty-two hundred feet greater than that by the southern route; and the southern branch will be forty-two hundred feet longer than the northern. They decided for the shorter branch, all within
Middlesex Village (Massachusetts, United States) (search for this): chapter 15
is is certainly true. These are the sources to which we naturally look for information, with results as stated. The facts are, the Medford Branch Rail-Road Company had but a brief existence, while the Branch railroad has been in public service over seventy years. The original corporators (as they were privileged by the charter to do) disposed of their charter and franchise to the Boston and Maine. We have before us a printed copy of the latter's petition to the county commissioners of Middlesex, which sets forth that fact, and also that it had undertaken to construct the Branch, had filed location thereof according to law, and was desirous to proceed with construction forthwith. Then follow the names of the property owners along the line with whom question of land damage was unsettled, beginning with Luther Angier at Main street and ending with William Bradbury at the other end. The petition was signed by the president of the Boston and Maine, Thomas West. On the first Tuesda
Lowell (Massachusetts, United States) (search for this): chapter 15
cluded in this report. We base this conclusion upon the statements of the foregoing petition and the date of commissioners' view of location, as compared with the time of running the first trains. Who knows when that eleven-ton engine, built at Lowell, with two cars first traversed the branch? Inquiry among the oldest residents of Medford has so far been unavailing. The documentary evidence available is this: up to and including March 1, 1847, the Boston and Maine Railroad advertisement in tanal along the Mystic marshes of Charlestown and Medford, but for the last ten of the fifty the competition of the Boston and Lowell Railroad had been disastrous to the water-way. The charter of the latter railroad allowed no other railroad into Lowell for forty years, but there was no hindrance toward Boston. The canal embankments could be used as a road-bed for the Medford Branch, and the cut through the ledgy shoulder of Winter hill in the corner of Medford and Charlestown was already made.
Winter Hill (Massachusetts, United States) (search for this): chapter 15
harter of the latter railroad allowed no other railroad into Lowell for forty years, but there was no hindrance toward Boston. The canal embankments could be used as a road-bed for the Medford Branch, and the cut through the ledgy shoulder of Winter hill in the corner of Medford and Charlestown was already made. The canal was but little used, and a proposition to discontinue it as a water-way, and by the laying of iron pipes along the ten miles of the southern end to Woburn utilize it as a wad certainly was of great service to Medford in its earlier years, and had its first competitor in passenger service in the Medford and Charlestown Horse Railroad in 1860. This continued until 1873, but it is questionable if the long haul over Winter hill was very attractive to Medford people, other than the few who dwelt along its line, and even its operation attracted few new residents. This road was taken over by the Middlesex corporation and, after 1873, eleven years discontinued. Reopene
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