USA > Massachusetts > Suffolk County > East Boston > History of East Boston; with biographical sketches of its early proprietors, and an appendix > Part 50
USA > Massachusetts > Suffolk County > East Boston > History of East Boston : with biographical sketches of its early proprietors, and an appendix. > Part 50
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1. That the indenture be cancelled, the property being taken jointly by the two companies in satisfaction of their demands ; and the same (with the exception of the public garden, to be equally divided between the two companies and held by them in fee, without any restriction, except the present lease, to Mr.
561
THE FERRY PROPERTY PURCHASED.
1833.]
Mason), be placed in trust for the purpose of continuing the present means of communication between Boston and East Boston, - the East Boston Company to place the franchise in the hands of whoever may be appointed by the two companies to take the trust.
2. The railroad company to run their own boat at their own expense, and to and from their own slips, if such can be pro- cured, or to the present slips as they now do, without charge by, or any account to, the ferry company, or its successors.
3. The common ferry to be run on the joint account of the two companies so long as the receipts shall equal the expenses, including the rent of the slip on the Boston side, and $5,000 for deterioration of property by use; but no longer (unless either or both shall make up its receipts to said expenses) than the value of the accumulated fund, if there be any, and the value of the boats, etc., shall enable it to be continued without involv- ing the property in debt.
4. During the continuance of the ferry neither company to suffer any other ferry to be run from their premises (always ex- cepting the railroad company), without the mutual consent of the two companies.
5. If the ferry should continue to run to Lewis's wharf, a reasonable rent to be paid to the railroad company; if the latter company furnish a separate slip on the Wilkinson and Pratt wharf, the rent to be $4,000 a year and taxes ; two thirds of the excess of receipts over expenses, if there be any, to go to the railroad company, and the other third to be at the disposal of the trustees for the benefit of the two com- panies.
6. Common passengers to pass by the railroad boat on pre- senting a ferry check, and railroad passengers, with their bag- gage, to pass by the common boats, on an order therefor from the railroad superintendent, - but not otherwise.
7. One of the common ferry-boats to be used by the railroad company, without expense except for fuel and crew, whenever their own boat cannot be employed on account of repairs.
8. The present drops, piles, buildings, etc., at Lewis's wharf to be the property of the railroad company, and to be used at the new slip.
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HISTORY.
[1842.
9. Transportation of merchandise to the railroad to be paid for as now, but the railroad company to be allowed to trans- port goods and merchandise in any manner they think fit, as by boats, vessels, etc.
10. No change in the present rates of toll to be made except by mutual consent ; but all privileges and reductions to others than residents of East Boston, or persons doing business there, to be annulled. Directors, officers, agents, and operatives under yearly pay of both companies to pass toll free in any of the boats.
This arrangement was accepted by both companies.
The East Boston Company offered to stockholders in the ferry company other than the railroad company, shares in the East Boston Company's stock (No. 1 land dividend off), share for share, in exchange for their ferry stock ; provided they would accept the same on or before October 15th next, and pro- vided all of the stockholders would agree to such an exchange.
The trustees of the ferry company agreed to make such con- veyance to the trustees appointed by the two companies, pro- vided they agree to receive the same in full satisfaction of their respective debts, the two companies to pay the current debts and demands contracted by the superintendent and treasurer in conducting the business of the ferry. This was agreed to by the two companies, each one to pay one half of the said debts and demands.
Accordingly, in July, 1842, the ferry property, held in trust for its benefit, was conveyed in fee-simple to Mark Healey, president of the East Boston Company, and David A. Neal, president of the Eastern Railroad Company, in trust for the said companies ; and on the receipt of the property the debts of the ferry company were discharged on the treasurer's books of the two companies. Deeds of sale and conveyance of the public garden were also made by the trustees of the ferry company, with the assent of the East Boston Company's directors as required by the indentures.
As soon as the ferry came into the possession of the two companies, increased accommodations were provided both for the railroad and ordinary passengers. A new slip was built on the East Boston side for the exclusive use of the railroad, and the
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NEW BOATS.
1847.]
railroad company soon afterward built two new slips on the Boston side, one for their own boat, and the other for the public ferry landing ; the new avenue proposed at first by the railroad company, leading from the landings to Commercial street, being deemed insufficient to accommodate the increasing travel, and being objected to by the East Boston Company, co- proprietors, the present wide and convenient street was laid out.
Still, the ferry did not support itself, and was only kept in operation by the advances of money made by the two com- panies ; from 1837 to 1842 it had sunk over and above all its receipts $90,000, without including interest money, or the depre- ciation of boats and machinery.
From 1842 to 1852 the ferry was owned and run (under license) by the East Boston Company and the Eastern Railroad Company. In 1844 a committee of the residents of East Bos- ton was appointed to ascertain at what price the East Boston Company would sell its interest in the ferry; but nothing was effected. The East Boston Company made several ineffectual attempts to purchase the Eastern Railroad Company's interest in the ferry; but without avail. The two companies had so many conflicting interests and points of difference, that umpires were appointed to settle and decide upon the questions in dis- pute between them in regard to its management and mainte- nance.
In April, 1847, W. C. Barstow, Esq., manager of the ferry for the East Boston Company, reported that he had examined the ferry-boats "East Boston" and "Essex," and had found them decayed, lightly timbered, inconvenient, with the beams in the hold propped up to support the weight of heavy teams ; and with the machinery and boilers in bad condition and requir- ing constant repairs. He advised that two new boats should be built, of a more modern and convenient style ; the " Maverick" would be serviceable as a third boat for some years. A con- tract was accordingly made with Samuel Hall, Esq., of East Boston, for the hull of a boat complete for $11,200; and with J. P. Allaire, Esq., of New York, for an inclined plane, low pressure, condensing steam-engine, of thirty-one inches cylinder and seven feet stroke, with the most approved boiler, for $10,000;
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HISTORY.
[1851.
the expenses for copper, anchor, cable, bell, and furniture were additional; the boat was to be ready for running by the 15th of January, 1848. This boat was called the " Suffolk."
From 1842 to 1851, the aggregate receipts as compared with the expenditures, showed a loss to the two companies of nearly $29,000.
For some time previous to the autumn of 1851 there were many citizens of East Boston who thought the business of the Island was not sufficiently accommodated by the existing ferry facilities, and they began to agitate the subject of obtaining a charter for a new ferry. Meetings of the citizens were held, the subject was freely discussed, and a committee was appointed to apply to the legislature for a charter. The application was made, and was opposed by the old companies who had the management of the ferry.
Early in 1851, the East Boston Company appointed a com- mittee, to be joined by one from the Eastern Railroad Com- pany, to apply to the legislature for an act of incorporation for the ferry. Of these two petitioners in the field, the old com- pany opposed the incorporation of a new one, on the ground that there was not travel enough for two ferries; the existing ferry, from its favorable location, its moderate rate of tolls, its responsible owners, and its accommodating management, being amply sufficient for the public accommodation. The new company wished to get possession of the property of the old ; but with the capital prayed for, $150,000, no increased facilities could be afforded ; neither could the rates of toll be diminished consistently with the support of the ferry, - the mere transfer of the property from one party to another would in no way benefit the public, - the heavy losses liable to be incurred from collisions with sailing vessels and boats could not be paid for by a company with so small a capital, and with all its corporate property in its boats ; while under the present management, the whole corporate property of the East Boston Company and the Eastern Railroad Company was pledged to meet such losses. The new company opposed the incorporation of the old, on the ground that it was a monopoly, indisposed or unable to fur- nish the accommodations demanded by the growth of the Island.
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EAST BOSTON FERRY COMPANY.
1852.]
But the charter was granted, after having been so amended as to include among the corporators some of the friends of the old ferry. A company was formed, embracing a portion of the original applicants and the owners of the old ferry, which, with its boats, slips, etc., was transferred to the new company at an appraisal of $200,000. The aggregate cost to the East Boston Company of maintaining the ferry up to this time was over $203,000. The East Boston Company and the Eastern Rail- road Company sold their interest in it to the new company for $100,000 each.
The "East Boston Ferry Company" was incorporated May 18, 1852, for the term of twenty years, - Samuel Hall, Noah Sturtevant, Daniel D. Kelley, Samuel S. Lewis, Albert Thorn- dike, and William C. Barstow being the petitioners. The capital stock was fixed at $200,000, in two thousand shares of $100 each, with liberty to increase it to $300,000. They were allowed to collect and receive such tolls as the mayor and aldermen of the city of Boston for the time being should deter- mine, the rates, however, never to be so much reduced as to make the yearly dividends of the company less than eight per cent. on the amount of capital invested. The city of Boston, by the ninth section of the act of incorporation, was at liberty, at any time during the continuance of the charter of the com- pany, to purchase its franchise, property, rights, and privileges, by paying therefor such a sum as would reimburse them the amount of capital paid in, with a net profit thereon, as should be agreed upon, not exceeding ten per cent. per annum from the time of the payment thereof by the stockholders to the time of such purchase.
The new company made important improvements in their accommodations. In 1852 they built the " Norfolk," and con- tracted for the " Daniel Webster," which was launched in 1853. They also ran a boat all night, making half-hourly trips from midnight till two boats came on at daylight. They also ob- tained a portion of Sargent's wharf on the Boston side, and built a new slip; after which time three boats ran during the day, furnishing ample accommodations for the public travel. They had two good slips on each side, three excellent boats, and one spare boat, the " Maverick ;" their ferry houses con-
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HISTORY.
[1853.
tained all the modern improvements, and were very comfortable and convenient for the passengers.
But all this was not satisfactory to every one. Some of the individuals active in getting this charter were not satisfied with the organization made under it, and they soon began to take steps to obtain a charter for a new and independent ferry. After strong opposition, upon the grounds already stated, an act of incorporation was approved 25th May, 1853, for the new ferry, which was organized under the name of the "People's Ferry." Subscriptions to the stock were at once obtained suffi- cient to warrant the commencement of the work ; the necessary landings were procured, boats were contracted for, and the enterprise was carried on with the utmost vigor, and resulted in the establishment of a second fine communication between the city and East Boston.
The landing of the " People's Ferry" at East Boston is on what was formerly known as Cunningham's wharf, on Sumner street, in section two; and on the Boston side, in Commercial street, at the site of the old Marine railway. The distance across is about eighteen hundred feet, a little less than at the old ferry, and is performed by their present boats in less than three minutes. The ferry-boat " Washington" arrived from New York, where she was built October 9, 1854, and on October 12, the second new boat, the "John Adams," also from New York.
Previous to putting the first boat of the line upon the ferry, the directors thought it advisable to invite the stockholders, and various gentlemen of the different professions in our city, to make a short excursion in her down the harbor, in order that they might see for themselves the beauty and neatness of the boat, make a trial of her speed, and see the excellent manner in which she worked. Such a trip was accordingly made ; the boat, with about two hundred gentlemen on board, leaving the East Boston side at three o'clock. The boat was gaily decked with colors. As she passed along in front of the wharves on the city side, she saluted the various steamers with her whistle. She went round Rainsford island and Fort Warren, and then turned her head homeward again.
Shortly after leaving the slip, the company on board were
567
THE PEOPLE'S FERRY.
1854.]
invited to partake of a substantial collation, provided by Mr. J. G. Chandler of East Boston. After this had been partaken of with a good relish, a meeting was organized by the choice of Oliver Frost, Esq., as chairman, who made a brief address, congratulating those present on the establishment of the new ferry. He was followed by Matthew Hale Smith, Esq., Mr. John Crowley, Phineas Burgess, Esq., Charles F. Gardner, Esq., one of the directors, James Whiting, Esq., and B. F. Russell, Esq. The remarks of these several gentlemen were brief, and appropriate to the occasion, and were well received by the company present.
The boat reached the city on her return about half-past five, and the members of the party residing in the city proper were landed on the Boston side. All seemed delighted with their trip. and the boat, and, before leaving, gave three hearty cheers for the success of the " People's Ferry."
The ferry went into active operation on October 12, 1854; it now has three boats, named from the first three presidents of the United States. On the day of the opening of the People's Ferry, the East Boston Company took possession of the land- ing on the Island side, as the conditions of sale of the water lots had been violated,1 forbidding the running of any ferry from the premises. The question here involved still remains un- settled.
Before the establishment of the People's Ferry, the East Bos- ton Ferry Company were doing very well; the report of the company for the year 1853 gave for the receipts $97,512.48, and for expenditures $78,005.88, an excess of receipts over expenses of $19,506.60; the first time, since its establishment, that its income had, exceeded its expenditures. But this pros- perous state of things was of short duration. The People's Ferry took off a considerable portion of the travel from the old ferry ; and, as there was not business enough to support them both, the consequence was that both companies lost money every day. Hence the officers petitioned the city government
1 In all the deeds of conveyance from the East Boston Company of their front or water lots, was inserted the clause, " that no ferry should ever be estab- lished or run from the premises."
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[1854.
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for an increase of tolls, for, by their acts of incorporation, the city government had the right to fix the tolls, which were not to yield more than eight per cent. profit on the capital stock. On the other hand, the citizens of East Boston petitioned the govern- ment for aid to the ferries, so as to keep the tolls at the present rate. But, in any case, the principles of common justice de- mand some concessions to this enterprising and rapidly grow- ing portion of the city. In the first place, the city government should not tax the property of the ferries, and should refund the taxes already paid. South Boston has three free avenues, sup- ported by the city, and partly by East Boston money, while East Boston furnishes its own means of conveyance to the city, and then pays heavy taxes on the very conveyance ; for, as the tolls are not permitted to pay the companies over eight per cent., the tax on the property must be paid by the people who use the ferries. This is manifest injustice.
In the second place, the city should buy the avenues from Commercial street to the ferries, and make them public streets. The old ferry pays $6,000 per annum for rent of their avenue from Commercial street to their drop; and the new ferry pur- chased their avenues on both sides, eight per cent. on the cost of which the tolls must pay. While new and expensive streets are opened and supported without hesitation in the city proper, East Boston, with nearly seventeen thousand inhabitants and taxable property of $8,000,000, paying her proportion of taxes for city improvements, has not a single public street by which the citizens can pass to the city proper. This is another most manifest piece of injustice.
The relief afforded by ceasing to tax the ferries and by mak- ing the avenues free would probably enable the ferries to sus- tain themselves without an increase of tolls, and without the grant of large sums of money from the city.
There seems to be a great difference of opinion among the residents of East Boston as to the possibility of accommodat- ing all the travel by a single ferry. If the city pay $100,000 to each of the ferries for its avenues, it is probable that both might support themselves without an increase of tolls. If the city should not thus purchase the avenues, many are of opinion that the two ferries should be united under one charter, and be
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INCREASE OF TOLLS.
1856.]
managed by one corporation; and, from present appearances, this will be the final result of the existing difficulties. This, of course, would excite the strong personal feelings of the parti- sans of each company, many of whom would sacrifice their entire property in them before consenting to a consolidation. Those who wish for consolidation believe that there is not busi- ness enough for two ferries, and they rely for their belief on the reports of the companies themselves; if such be the case, the union of the ferries, and the consequent withdrawal of two boats, would reduce the expenses one half; and then, if a free right of way were given by the city (which, with justice, could not be denied), the heavy rent thus saved would enable the single ferry to build new drops and landings, and to offer to the travelling public every reasonable accommodation.
On the contrary, the advocates of two ferries consider a union as fatal to the interests of the island, by plunging them into the same evils of monopoly which excited to the establish- ment of the People's Ferry ; they believe that there is business and travel enough to support two ferries. Confessing that both are now running behindhand, help must be obtained, either from the city or by the raising of the tolls. Each of these plans has its advocates in East Boston.
In the month of April, 1856, there appearing to be no pros- pect of immediate decision on the part of the city, both ferries, in self-defence, raised their tolls. This act at first was received with considerable indignation by the people, and some violent demonstrations were threatened ; - but the cloud passed over without serious difficulty, as it was apparent to every well informed man on the Island that the ferries could not live at the old rates.
It is hoped that the ferry difficulties will in the end be ad- justed amicably, and to the satisfaction of all concerned; but it is much to be regretted that this bone of contention was ever thrown among the people of East Boston; the bickerings and ill-feeling arising out of the controversy will exert an unfavora- ble influence on the interests of the Island for some time to come.
Besides their importance as avenues of communication, the East Boston ferries render great service to the commerce of
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HISTORY.
[1727.
Boston by keeping the harbor clear of ice; that portion of the ice which forms below them, being broken and separated by the passage of the boats, drifts out to sea with the ebb tide, while the upper part of the harbor, including Chelsea cove, remains blocked up. The boats can ply uninterruptedly during the coldest winter, as has been sufficiently proved by the severe winter of 1855-56; with the thermometer several degrees below zero for many days in succession, it was kept continually open. The part of the harbor where the ferry is established is the last to be obstructed by ice, it being situated at the confluence of the Mystic and Charles rivers, whose rapid current at this com- paratively narrow spot prevents the formation of ice there, even when the harbor is frozen both above and below it. There is less interruption at this ferry than at many of the bridges, whose obstruction from the frequent lifting of the draws will increase from year to year with the number of vessels demanded by an increased population and trade. When we reflect that several thousand vessels pass the draws of the different bridges in the course of a year, we may understand the great. ad- vantages possessed by a ferry over this mode of communi- cation.
At the time we close this article (May, 1858), no result has been reached on this perplexing subject, and it is impossible to foresee what arrangements will be made. The various projects proposed have their several supporters, and the differences of opinion of Island residents and the clashing of private inter- ests render a plan which shall give mutual satisfaction difficult of accomplishment. The prosperity of East Boston depends in a great measure upon a judicious settlement of this impor- tant subject, and it is hoped and believed that the present agi- tation of the matter will not cease until the Island ward is possessed of equal advantages with the other wards under the same city government.
BRIDGES.
As early as 1727, John Yeamans, one of the early proprietors of the Island, advocated the construction of a bridge from the Island to Winnisimet. At this early period it was believed
571
CHELSEA FREE BRIDGE.
1835.]
that Noddle's Island, from its deeper water and its more con- venient south-west front, presented advantages superior to those of Boston as a commercial emporium. Mr. Yeamans' atten- tion was drawn off from Boston to the West Indies and to England, to matters vitally important to the welfare of the Brit- ish colonies.1 Had he carried out his proposed scheme of a bridge, it is quite probable that the principal part of Boston would have been on the Island side of the channel.
Chelsea Free Bridge .- On the 2d of December, 1833, the East Boston Company, perceiving the importance of a free communication with Chelsea, appointed Messrs. White and Sumner a committee to present a petition to the legislature at its next session for leave to build a bridge over the creek between East Boston and Chelsea. On the 7th of December the petition was prepared and accepted, and the signatures of proprietors and residents at East Boston were obtained.
On the 28th of March, 1834, an act of incorporation was granted, making Benjamin T. Reed, Amos Binney, John Hen- shaw, and their associates, successors, and assigns, the proprie- tors of Chelsea Free Bridge. They were authorized to build a bridge across Chelsea creek from the northerly side of Noddle's Island to Dr. B. Shurtleff's farm in Chelsea, which is a distance of 690 feet, where the bridge was constructed. It was to be well built, not less than twenty-five feet wide, with railings for the protection of passengers, and a draw not less than twenty- five feet wide, to be at all times raised on demand for the pas- sage of vessels, a detention of more than an hour to be punish- able by a fine of from three to twenty dollars, - no toll was to be demanded of persons passing over it: " Provided always, that if, at any time hereafter, the proprietors of said bridge shall lay out, or cause to be laid out and made, any road from the Chelsea end of said bridge to any road whatsoever within the limits of the town of Chelsea, the inhabitants of said town shall never be chargeable with any cost or expense whatsoever for the laying out, making, repairing, or maintaining such road ;" and provided also that the bridge shall not be built until a
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