In 1847, a committee of Directors made a report to the stockholders of the Barre and Worcester Railroad, informing the stockholders that permission had been granted to construct a railroad "from some convenient point in Worcester on the Nashua and Worcester Railroad through Holden, Princeton, Rutland, Hubbardston, Oakham to Barre, and from Princeton through Hubbardston to some convenient point on the Vermont and Massachusetts Railroad in Gardner.” They further informed the stockholders that it was estimated that it would cost $727,000 to construct the railroad, and the following equipment, which was to be bought from the Rhode Island Locomotive Works and the Osgood Bradley Car Co., totaling $70,400, would be required to begin operation. The equipment was as follows:
| 5 Engines |
$35,000
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| 7 Passenger cars |
$13,300
|
| 20 Freight Cars |
$13,000
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| 6 Baggage cars |
$ 3,000
|
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Snow Plows and other equipment
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$ 2,200
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| Gravel Cars |
$ 3,900
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| Totaling |
$797,400
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The population to be served by such a route would total 38,000 persons.
In the report to stockholders of February 1870, we learn that the contract for the construction of the railroad was given to R. P. Cook & Co. of Brockville, Canada. We also learn, in other annual reports that the first trip of the Boston, Barre, and Gardner Railroad, which was the successor to the Barre and Worcester, was made on The 4th of September in 1871.
In the early reports of the railroad we also learn that one D. Waldo Lincoln, and Stephen Salisbury, Junior and Senior, were Directors of the Boston, Barre and Gardner.
From the annual report of 1874, we are informed that the railroad then terminated at Garden Street in Worcester, that during the preceding year had been extended to the Monadnock Railroad in Winchendon from Gardner, which meant that by the end of 1873 the Boston, Barre, and Gardner Railroad crossed the following other railroads: At Holden, the Massachusetts Central; at Gardner, the Vermont and Massachusetts, and at Winchendon, the Cheshire Railroad. They were operating four passenger trains each day and, at the end of 1873, the railroad to build had cost $1,182,550. In the year of 1873, they had a total income of $95,796.70 - an expense of $80,535.37 - leaving a gross operating income of approximately $15,000.
The report for operations in 1876 reflects for the first that the effect of leasing from the Monadnock Railroad the Winchendon to Peterboro branch, and marks the first year in which income from the connection with the Vermont and Massachusetts Railroad was reflected in earnings. Total income in 1876 was $158,476.09, with an expense of $120,502.18.
The Tenth Annual Report, given in January of 1879, and reflecting operations of 1878, was given by George S. Barton of Worcester, who was the then president of the railroad. The interval between 1879 and 1881 was not a particularly profitable period for the railroad; indeed, there were assignments made for the creditors and third mortgage bonds were issued.
The Twelfth Annual Report, delivered in 1881, and covering operations in 1860, showed a net for that year, after all expenses, of $4823.56.
The Thirteenth Annual Report indicated that one W. W. Rice of Worcester was a Director.
The Fifteenth Report, of 1884 showed that Mr. A. George Bullock, of Worcester, was a Director, and in that year the railroad reported a net income of $1633.85. An interesting item included in the report on 1883 operations shows that 350 tons of steel rails replaced a like amount of iron rail.
Although the Annual Reports of 1878 and 1860 refer to an accident and to “the Princeton Disaster”, none of the gory details are contained in the report to stockholders. I would some day like to find some source that has some record of these particular accidents. Perhaps they are in the newspaper files in the library, but I have not had a chance to investigate as yet.
The enclosed map showing the route of the Barre and Worcester Railroad was part and parcel of the report of the Directors to the stockholders in 1847. You will note on that map the proposed route from Princeton to, Barre, through Coldbrook.
It was this railroad, which brought Mount Wachusett and Princeton within reach of the people of Worcester. One could leave Worcester at 8:00 in the morning, stop at almost every crossing, and be at Princeton station three quarters of an hour later. Upon arrival, there would be countless horse drawn carriages, stages, carry-alls, and even farm wagons, to meet those who were to sight-see, to visit, to vacation, or to join their families in their year-round or summer homes.
The normal schedule at the turn of the century called for six trips each way on weekdays. Seldom were there less than 3 cars in the train and on holidays there might be as many as eight coaches (all wooden, of course, with open platforms and kerosene lamps).
For a while in the early 20th Century, a special service operated from Gardner to Jefferson where the Boston, Barre and Gardner railroad passed under the Central Massachusetts Railroad and where a single car was attached to a through train from Northampton enroute to Boston. This service was offered to summer citizens of Hubbardston and Princeton whose businesses were in Boston. From Hubbardston, it was regularly a convenience to Frederick Cunningham, who was a lawyer in Boston. Mr. Bullock, I'm sure, will remember the service, and I'm sure he will recall the names of Princeton citizens who availed themselves of this special service. The operation from Gardner to Jefferson usually consisted of a locomotive and a single car.
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