IN THE BEGINNING:
THE GRAFTON CENTER RAILROAD
Photo
by Gary R. Carlson
As early as 1873, a
need was felt for a railroad to operate over the three miles between
Grafton Center (now Grafton) and New England Village (North Grafton).
During that same year, approximately 50 residents banded together
and initiated the birth of a local rail line -- the Grafton Center
Railroad. These citizens, along with many others, felt there was
a real need for a railroad in Grafton. Consequently, they proceeded
with the endeavor.
In addition to financial
backing provided by the incorporators, Grafton residents were
canvassed in an effort to obtain more project funding. Many donated
money and this was of considerable importance to getting the road
started. On September 17, 1873, it was reported that the entire
$30,000 in stock had been subscribed for, and on October 22, 1873,
the Grafton Center Railroad was incorporated under the general
laws of Massachusetts.
Survey work and construction
were started immediately on a three-mile narrow-gauge line to
run from the Boston & Albany (B&A) Railroad depot at New
England Village to Grafton Center. Eight gravel cars and a second-hand
steam locomotive were purchased for a work train. Grading of the
new road by laborers receiving $1.25 per day was completed by
February 1874 with the exception of four rods. Second-hand wooden
ties were purchased from the B&A. These ties were turned over,
laid 2,600 to the mile, and used to support 30- to 40-foot lengths
of rail weighing 35 pounds to the yard. The latter were in place
by April. Foundations for a depot at Grafton Center were laid
by May 21, 1874, and the building completed three weeks later.
It was located in the rear of the Grafton town hall near Jordan's
garage. One end of the station was used for express service, while
the structure otherwise had two doors and stalls for housing two
locomotives overnight. Each door had its own set of tracks leading
to the mainline.
A railroad station,
together with a freight house, was owned by the B&A at New
England Village. Parts of each building were used by the Grafton
Center for several years.
The earliest equipment
on the new railroad consisted of a self-contained vehicle for
passengers and baggage. This "dummy" car weighed eight tons and
was powered by an upright steam engine positioned inside the car.
Painted yellow with red and brown trimmings, it came equipped
with crimson velvet cushions for the convenience of passengers.
The engine was separated from the rest of the car by a partition,
while passenger capacity was between 25 and 30 people. Its crew
consisted of two men: a conductor who sold tickets and an engineer
who also acted as brakeman.
Great excitement prevailed
at Grafton Center on July 14, 1874, as residents anticipated the
initial arrival of the "dummy," scheduled for about 7:30 p.m.
However, because its pump broke down "on the flat," the vehicle
did not arrive until 10:30 p.m. Its whistle woke the sleeping
populace even though it had to be towed to the depot by horses.
The pump was replaced and several test runs were made the following
day.
The County Commissioners
accepted the railroad in August and regular operations started
on August 20, 1874. Total cost of its construction was $10,274,
while the dummy cost $3,725. At first, the road was primarily
a passenger carrier and it conducted a good business from the
Grafton Center depot. During the first 40 days of operation, the
passenger service netted $728.13.
Although the car was
built to seat about 25, it is known that, on one run, 59 people
were packed in by a derby-hatted conductor. The car traveled at
a speed of between seven and 15 m.p.h. while the conductor collected
the five and one-half cent per mile fare. Trains left the Grafton
Center depot four times each day to make connections with Worcester-bound
B&A trains, and five times each day to make Boston connections.
A count taken around
September 1, 1874, indicated that 180 passengers had been carried
on the railroad during the one day that was checked. The average
daily number of passengers carried was 100.
The annual report of
the Board of Railroad Commissioners of Massachusetts for 1874
made the following observation: "Excavations and embankments are
light, the road following the surface of the ground pretty closely,
with sharp curves and heavy grades." The sharpest curve was 23
degrees and the grade was about two percent both north and south
due to the descent from the B&A to the Quinsigamond River
and the ascent from the river to Grafton Center.
There were occasional
problems. For instance, on January 16, 1875, someone placed a
rail across the tracks which the dummy was able to dislodge. On
about January 21, the engineer discovered another rail laid across
the track near "Carroll's Crossing." During the winter of 1875,
ice froze so thick on the rails that the engineer and conductor
had to chop it away with an axe.
Receipts for the first
six months of operation were $2,794.03, while 16,839 passengers
were carried during this period.
Near the end of December
1875 several private individuals purchased a second dummy which
they loaned to the company whenever the occasion required it,
and by March 1876 the railroad had settled its land claims.
Records for 1878 showed
gross receipts of the railroad to be $3,995.07, with total operating
costs being $3,202.45. Net income was $792.62 and 22,327 passengers
were carried during the year. Actually, the profit ratio was high,
being in the neighborhood of 20 percent. A freight department
had been established that August at a cost of $375.39 and its
earnings at the end of the year amounted to $511.90. The cost
of fuel used amounted to $1.38 each day.
The first superintendent
was J. H. Wood, followed by Winthrop Faulkner. The success of
the road was due very much to the personal care Faulkner exercised
over its interests. Edmund Capron, Faulkner's successor in 1879,
had been the efficient conductor from its beginning and his experience
helped promote the future efficiency of the enterprise. It was
reported in 1884 that the original dummy car had been sold for
$77.42.
The Grafton Center
Railroad was operated successfully for 13 years by its owners,
and it did its share toward keeping the town in touch with the
business world. However, the need for a railroad with a larger
capacity and a different terminal had been noticeable from the
start. Furthermore, the cost of its management had been an important
question to the investors. The administration had been economical
and adequate, doing much with the small resources of a small railroad.
However, the tracks were in poor condition after many years of
use and the entire system needed reorganization.
Edward P. Usher, a
lawyer and town counsel of Grafton, secured control of the railroad's
stock in 1887 and he was elected president of the company on March
26, 1887. Original stock owners, having little faith in receiving
returns on their investments, were willing to sell the property
for almost anything they could get for it. The last train operated
over the Grafton Center Railroad on July 9, 1887. Thereafter,
under Usher's direction, the three-mile line was rebuilt to standard
gauge.
