Page 5Kirby Reynolds, one of the many forgotten geniuses of the
Nineteenth Century, was already well known for his successful completion of a
suspension bridge across Reversing Falls, linking the East and West sides of
the harbour by land. This bridge was erected in 1853 and stood until 1916.
In 1864, Reynolds proposed a street railway, including a single track line
from Reed's Point, along Prince William Street to Market Square, then by Dock,
Mill and Main Streets to Indiantown. It was agreed at a meeting in the court
house in Saint John that Reynold's proposal was of great public benefit. The
meeting resolved that this brilliant scheme be brought to the New Brunswick
Legislature. In the spring of 1866 a bill was introduced in the Legislature,
"To incorporate The People's Street Railway Company in the City and county
of Saint John. The company was to be capitalized at $200,000.00 and divided
into 10,000 shares of $20.00 each. Provisions were made to construct the street
railway from Reed's Point to Indiantown within three years which was later
extended to four years. It was also stipulated that the line be worked by
horses, using cars on rails in the summer, and sleighs in the winter.
Privilages were to extend for forty years, and the bill passed in June 1866,
just before the government fell on the issue of the proposed confederation with
Canada, ending the session. However, the act received Royal Assent on July 9th,
1866, legally incorporating the company. W.K. Reynolds was elected president
and a board of directors was set up. In 1867, Reynolds patented an improved
street locomotive and alarm bell.
Raising capital for the street railway was a long slow process.
By 1868 scarcely 1000 shares had been sold, but plans for the street railway
went ahead anyway. By 1869 enough additional shares were sold to start
construction.
Progress of 500 feet per day was accomplished at first, with nineteen men
clearing the roadbed, laying ties, and spiking down the rails. When they
reached the city end of the line, grading became more difficult, and progress
slowed. The line was completed by August 9th from Indiantown to Market Square,
and a start was made on the Prince William Street section. At the city end the
cars would be turned by means of a small turntable, while at Indiantown, a Wye
was employed. At sidings, passing would be to the left following the rule of
the road.
At the same time a carhouse and stables were built on Main Street near the
Indiantown end of the line. Six vehicles, single-end one-man horsecars of Mr.
Reynolds' own design, went under construction. They would be hauled by two
horses, and sometimes four.
An amusing illustration which appeared in a local magazine in
1870. The compositor has combined a standard cut of an early railway car with
one of a horse to depict a street railway car.
On August 16th a trial run over the Indiantown – Market Square section was made, and the next day, August 17th, 1869, the line was informally opened. The reporter of the Daly Morning News, whose editor was a shareholder of the street railway, gave a detailed first hand account of this historic event:
"At half past three o'clock, a neat and tastily got up car, drawn by four horses, started from the square ... Mr. Reynolds superintended the arrangements and gave information as to the working of the railway. The cars are single (sic), passengers getting on at the front, and depositing the fare in a box prepared for the purpose, which passes down upon a trap in such a position that the driver, who also acts as conductor, can see if the amount is correct or not ... Each car will seat something like twenty-five persons. They are got up in good style, handsomely painted and varnished, and bearing on one side, empanneled, a photographic view of Indiantown; and on the other side one of the Falls and Suspension Bridge. On this first trip the car got off the track two or three times by reason of the small stones which have not yet been entirely cleared off, as well as the horses being new to the work, but it was got on again without difficulty, and the trip from the square to Indiantown made in twelve minutes. On the return the car stopped at the company's buildings and the party were invited to inspect the premises. Here in one building we found five cars ready for the track, with the exception that two of them are not quite varnished. Six cars to go upon runners for winter use are also being built. The work is all done upon the premises under the eye of Mr. Reynolds, after whose designs the cars are built ... The party then returned to the car, and it was quite amusing to see the youngsters tearing along on either side of the way to keep up with the new wonder."
To the right is a map of the First People's Street
Railway from 1869 to 1876.
The following week was spent on training the drivers and horses, and making
final arrangements, and on August 24th 1869, the People's Street Railway opened
for business. Three cars were put on, running one every twelve minutes and a
fourth one was added a few days later. At first the cars were crowded by
curiosity seekers. Some evenings they were so overloaded, the horses could not
haul them up the Indiantown hill. Prospects looked good! But already they were
receiving complaints that cars were held up for ten minutes or more at passing
sidings, the rails were interfering with traffic, and lack of ventilation
inside the cars. However, these problems were considered minor, work continued,
and on September 24th the Prince William Street section was opened, which
completed the entire route. Four cars were currently being used, with two
extras in rush hours, and a fare of 5 cents was charged, or 23 tickets for one
dollar.
For the next year and a half, the street railway line operated on a regular
basis. Once the novelty wore off, it became apparent that the system was not
paying off. Maintenance was ignored, and the cars and tracks deteriorated
drastically. By March 1871, debts totaled $4000, and the company was in deep
financial trouble.
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