USA > Massachusetts > Suffolk County > East Boston > History of East Boston; with biographical sketches of its early proprietors, and an appendix > Part 51
USA > Massachusetts > Suffolk County > East Boston > History of East Boston : with biographical sketches of its early proprietors, and an appendix. > Part 51
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Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69 | Part 70 | Part 71 | Part 72
1 See Chap. X.
:
572
HISTORY.
[1834.
good bond in the penal sum of $3,000 be given to the Common- wealth, conditioned to pay all penalties and forfeitures incurred within the meaning and intent of this act ; the corporation to be liable for all damages to travellers over said bridge happen- ing through any defect in the same, - the act to be void un- less the corporation build the bridge within three years after its passage."
According to votes passed at a meeting of the stockholders of the Chelsea Free Bridge Company, September 29, and of the East Boston Company, November 1, 1834, a bond was given to the Commonwealth in the penal sum of $3,000, signed by A. Binney, the treasurer of the Chelsea Free Bridge Corpora- tion as principal, and by Wm. H. Sumner, the president of the East Boston Company as surety, for the payment of penalties and forfeitures within the meaning of the act. The bond was annexed to the bond in the treasurer's office, signed by Jno. Wheeler, the clerk of the bridge corporation, and A. Binney, the clerk of the East Boston Company.
A handsomely gravelled bridge was built by Mr. J. W. Alex- ander, at a first cost of $8,227.76. In October the bridge was so far finished that Robert H. Eddy, Esq., drove a horse and chaise over it from Chelsea, which was probably the first one ever driven to East Boston from that direction.
Early in 1834, committees met on the part of the Salem Turnpike Corporation and the Chelsea Bridge Corporation, and made arrangements for the continuation of the road from the free bridge to the turnpike, thus opening a communication with Chelsea and the country north and east of it. The construction of this road was commenced by Wilson and Devoy, in June, 1834; it was suspended during the summer, and was graded, gravelled, and fenced in, making an excellent, level road, which was opened to public travel in May, 1835, when the Maverick House was opened, and the ferry-boats commenced their regular trips.
Dr. B. Shurtleff conveyed land for the road from the bridge to Bass creek to Messrs. John Binney, W. Fettyplace, and B. Lamson, on July 10, 1835; and on December 2, 1835, the Carey heirs conveyed land for the road to the Salem turnpike to the same gentlemen for $1,250. On December 7, 1835, B.
573
NEW COMPANY FORMED.
1835.]
T. Reed, A. Binney, and J. Henshaw gave a quitclaim deed of the free bridge to Messrs. Jno. Binney, Fettyplace, and Lam- son, the trustees of the new ferry company's property.
The road from the bridge to the Salem turnpike was called the " Eastern Avenue ; " it was about 1g miles long, and, up to the time of its first public opening, had cost over $12,000, as follows : -
Cost of road, including bridge over Bass creek
$10,889.00
For land from the Carey heirs 1,250.00
For fencing, paid to B. Shurtleff . 150.00
$12,289.00
In the month of December, 1833, the company voted to con- struct Chelsea street from the hotel across the marsh to the upland, forty feet wide from its southerly line, and in the fol- lowing year it was built to the free bridge, in a north-easterly direction, a distance of 12 miles. This fine street has a width of seventy feet, and is intersected by nine cross streets, each of which is fifty feet wide. In 1854 the city paved that portion of it between Maverick square and Decatur street, and it is now one of the finest avenues in the vicinity of Boston, and makes a direct communication between East Boston and its northern neigh- borhood. The distance from the ferry landing to the Salem turnpike is about three miles. As it avoided two of the prin- cipal hills which must be passed by the old turnpike route over Chelsea bridge or Winnisimet ferry, and was much shorter than the Chelsea and Charlestown bridge road, and cheaper than the latter by nearly half the toll, it was the favorite avenue to the city in this direction until the establishment of the Merid- ian street bridge.
By an agreement between the East Boston Wharf Company and the East Boston Company in 1835, a way, seventy feet wide, is to be for ever kept open for the accommodation of pub- lic travel to the ferry landing at the end of the wharf. The whole route from the ferry landing to the Salem turnpike soon afterward became the property of the ferry company.
It has been stated in the previous article, that, in 1835, a new ferry company was formed, which, for the sum of $66,000, be- came possessed of the rights and interests of the respective par-
574
HISTORY.
[1842.
ties in the ferry and its landings and boats in the public garden (which consisted of about 13 acres of land, divided into 48 lots of 100 feet square, and included those parts of Princeton and Brooks streets which were continued through it), in the Chelsea free bridge, and in the Eastern avenue; the property to be held by the trustees as joint-tenants.
From this date the East Boston Company and the Chelsea Free Bridge Corporation surrendered the Eastern avenue to the . ferry company, at whose expense it was to be kept in repair. The losses of this ferry company were such, that, in 1836 (Dec. 19), a deed of indenture was executed between Messrs. Binney, Fettyplace, and Lamson (the trustees above alluded to), and the East Boston Company and the Eastern Railroad Company, who had located their road on the island, by which the man- agement of the ferry and its property was transferred to these two companies. The expenses on the free bridge and road from 1835 to July, 1842, were $1,186.36. During this time, the ferry having become insolvent, the two companies, who had advanced considerable sums of money to sustain it, were com- pelled to take the whole ferry property in payment for their debts. On May 2, 1842, Messrs. Fettyplace and Lamson (the surviving trustees) conveyed the whole property to Messrs. Healy, Neal, and Greenough, trustees; they, on July 29, 1842, conveyed it to the East Boston and the Eastern Railroad Com- panies. The ferry property was then kept in order by the two corporations ; the repairs on the bridge and road from July 1, 1842, to July 1, 1848, cost $3,451.41.
This mutual understanding for the maintenance of the bridge and road was undisturbed until the middle of 1848, when, on August 16, W. C. Barstow, Esq., reported to the East Boston Company that two sections of the bridge (about 22 feet), and the entire width of the bridge below low-water mark on the Chelsea side, fell in on the 19th of July ; he, supposing that the bridge belonged to the ferry property, and that its owners were bound to keep it in repair, without consulting Mr. Neal (the manager of the ferry on behalf of the Eastern Railroad Com- pany), put on a large number of men to repair it immediately. While the repairs were in progress, Mr. Neal stated his doubts as to the obligation of the ferry company to keep it in repair,
575
THE BRIDGE REBUILT.
1850.]
and that he should not consent to any further expenditure until those doubts were removed. The amount of these repairs, however, about $400, was paid by the owners of the ferry.
On the first day that the bridge was reopened for travel, on July 29, 1848, sixty feet more fell in on the Chelsea side, between the part just repaired and the draw. On hearing this, Mr. Neal wrote to the superintendent of the ferry, instructing him not to make any further repairs on the bridge on account of the ferry company, until it was ascertained how far this com- pany were responsible for such repairs.
The bridge was rebuilt in September and October, 1848, and, with repairs to January 1, 1849, cost $4,678.15; this was paid by the ferry company, making the actual cost of the bridge and road to the ferry company, to the above date, $29,- 832.68. After the payment of this sum, the directors of the East Boston Company again took the subject into considera- tion, and on the 5th of May, 1849, having obtained legal ad- vice, and after much discussion on the subject, decided that the company was not legally liable for the repairs and maintenance of the free bridge, and the managers of the ferry were notified to govern themselves accordingly.
On the 6th of April, 1850, the president of the East Boston Company was authorized to convey to the county of Suffolk and to the city of Boston by sufficient deeds, all the right, title, interest, and franchise which the company had in the Chelsea free bridge, and to the county of Suffolk a release of the East- ern avenue, or road from the northerly or Chelsea end of the bridge to the Salem turnpike.
The bridge, and the avenue leading from it in Chelsea, grad- ually became much out of repair, and for a time impassable, much to the annoyance of the citizens of East Boston and Chelsea. Various petitions were sent to the city and county authorities for the repair and maintenance of this necessary highway; and in 1855 the city ordered that $8,473 be paid to Chelsea to keep the bridge in repair, and Chelsea gave a bond in the penal sum of $10,000 to discontinue all litigation on the subject, and to keep in repair the highway and bridges with- out expense to Boston.
The bridge was eventually taken by the city of Boston, and
3
576
HISTORY.
[1855.
by Chelsea, one half by each, and laid out as a county road, and as such it is now used and maintained.
Meridian Street Bridge. - The rapidly increasing inter- course between East Boston and Chelsea, both of which are taking constant steps in advance as manufacturing and com- mercial places, made it more and more evident, as years passed by, that the circuitous route by the Chelsea free bridge was not at all adequate to the accommodations and conveniences re- quired, and, in 1855, the plan of uniting East Boston with Chelsea over the wider portion of Chelsea creek began to be seriously entertained. The plan naturally met with opposition from the Glendon iron-works and most of the owners of water lots and wharves above the proposed location. But private interest, however much entitled to respect, must yield to public necessity. One proprietor at least, made no objection to the construction of this bridge; for he was then, as he always has been, in favor of opening all avenues which will benefit the general property. In this instance his individual loss, as the owner of a lot bounding upon the creek, although considerable, was of little consequence when the public necessity seemed to demand the sacrifice.
Leaving out of view private interests, it was exceedingly desirable that the union of the two places should be accom- plished, as they were separated by a comparatively unimpor- tant creek, and the increasing demand for facilities of inter- course imperatively required that such an avenue should be opened. The direct route thus afforded by a new bridge would not only accommodate the business travel, but would also put the inhabitants in closer communication with the country, for amusement or trade, and very much promote the settlement of the north-western portions of the Island, and the advance of property in that locality.
Chelsea creek is twenty-four feet deep at low-water in the channel, from the new to the old bridge, one mile above. It had been a favorite scheme with some far-seeing individuals to build a dam where the new bridge now is, with gates to be shut at high-water, and in this way to construct a spacious wet dock, similar to those of London, Liverpool, and Havre, and
577
MERIDIAN STREET BRIDGE.
1855.]
large enough to contain all the first-class vessels of Boston,1 where loaded vessels would be water-borne until ready to depart on foreign voyages. There is probably no other situation in the vicinity of Boston, where the natural advantages are so great for the building of such a dock, or where the work could be accomplished with so small an outlay ; and gates so constructed as to open at both high and low-water, when the water-level would be the same on either side of the dam, would afford all necessary and convenient facilities for the wharves and indus- trial operations above. The advantages to the commercial in- terests of Boston from such an enterprise would be too great to be computed; but the accomplishment of such a grand plan reaches far into the future, and need not form any objection to the new bridge. Indeed, should it be deemed advisable to build such a dock at any future period, the bridge might serve as a foundation for a dam; so that the present important structure and the future dock are not incompatible with each other.
This is one of the instances, so common in public affairs of all kinds, where present necessities and conveniences secure at- tention and action to the entire omission or indefinite deferment of plans of vastly greater importance in the grand results to be gained, and which have powerful bearings upon all future in- terests. It is not too much to hope, that, while the community is reaping the great advantages of this bridge, public opinion and mercantile foresight and wisdom will erelong reach that point when it will be seen that - Boston, to become, as she should, a great seaport, with a world-wide commerce, demands this locality for her much needed docks.
The obstruction to navigation is not to be mentioned by the
1 The docks of London are said to be the most extensive and finest con- structions of the kind, for the purposes of commerce, of any in the world. The principal ones are the West India docks, commenced 3d Feb. 1800, and opened 27th Aug. 1802; the London docks, commenced 26th June, 1802, and opened 31st January, 1805 ; the East India docks, commenced under an act passed 27th July, 1803, and opened 4th Aug. 1806 ; and the St. Katharine docks, the first stone of which was laid 3d May, 1827, and 2,500 men were daily employed upon them until they were opened, 25th Oct. 1828. - Diction- ary of Dates.
49
578
HISTORY.
[1855.
side of the immense advantages gained by the public. The bridge will do no injury to the harbor of Boston, as it contem- plates no encroachments beyond the " harbor commissioners' line," the limit to which wharves may be lawfully built; indeed, if the whole creek were obstructed, even by a sea-wall from East Boston to Chelsea, the channel between the Island and the city proper would be deepened instead of diminished. There are natural causes which will ever keep this channel open; the depth of water at Canal bridge and at Warren bridge, at low tides, is thirty-one feet, which is deeper than it is in the channel opposite Fort Independence ; and a frigate may float at low-water at Gray's wharf, in Charlestown. This depth of water depends on natural causes, which will continue to act, unless interfered with by man. These causes are, the force and direction of the Charles and Mystic rivers, and the narrowness of the channel between Boston and East Boston. These riv- ers reach back several miles into the country ; in times of fresh- ets, during a course of high tides, the water rushes down Charles river with great force two hours before low-water, and continues to run for a long time after the tide is at the lowest at the narrows; in this way, the channel at Cragie's or Canal bridge is scoured out to the depth of thirty-one feet, and this effect continues until its waters meet those of the Mystic river from beyond Medford, nearly opposite North Battery wharf, Boston, when the united streams pursue their powerful scour- ing operation down the harbor beyond Fort Independence. Mr. Barnicoat, in his testimony before the legislative committee, in regard to the depth of the water in the channel over which the East Boston steamboats ply, said that he had examined the bottom in a diving-bell, and that he found the channel clear of mud, and evidently with its original depth and conditions.
Thus the idea of injuring the harbor by this bridge is per- fectly absurd, as Chelsea creek is of no use in keeping it clear, and no valid objection can be presented to prevent the connec- tion of the lands intersected by this narrow stream.
The citizens of East Boston asked $40,000 of the city to build this bridge, the whole cost being estimated at $51,500; they were willing to make up the deficit themselves.
On the 15th of May, 1855, an act of incorporation was
579
MERIDIAN STREET BRIDGE.
1855.]
granted to Messrs. Henry D. Gardner, Morrill Cole, Watson G. Mayo, Noah Sturtevant, George W. Gerrish, Henry Jones, and their associates, authorizing them to build a bridge from the point of intersection of Condor and Meridian streets, in East Boston, across Chelsea creek to Pearl street in Chelsea. The bridge was to be at least forty feet wide, with sufficient railings, and a pivot or turntable draw, having two openings, each at least sixty feet wide. A bond was given in the penal sum of $5,000 as security for any damages that might occur to persons or property ; the bridge was to be free, and its charter transfer- able, and it was to be built within five years from the passage of the act. Henry D. Gardner was chosen president of the company ; and Henry Jones, secretary and clerk.
On the 28th of May, this company petitioned the city for aid in building their bridge ; and in the following month numerous petitions of citizens were sent in, praying for such aid from the city. These were referred to a committee of both branches of the city government, and on the 24th of July an order was passed by the council to pay $40,000 to the company, provided that the bridge be built within that municipal year, and that, when finished, it should be released to the city by a perfect title, and a guarantee against the paying of damages for the change in the grade of streets at the termini, and other causes con- nected with it.
Subsequently to the appropriation of $40,000 by the city, it was found necessary to construct supporting piers, and the city thereupon appropriated $15,000 more for that purpose.
On the 11th of October, the mayor approved an order for a bridge as above described; and on the 22d of the same month a committee was appointed to confer with the corporation, and see that the bridge was built with due regard to the public safety and the interests of the city.
The principal movers for the establishment of this bridge were Noah Sturtevant and Henry D. Gardner. These gentle- men fought the battle manfully against the opposition of the Winnisimet Company and the Glendon Rolling Mills. Some of the aldermen, after the act had been passed by the city govern- ment, did what they could to prevent its construction, and threw many obstacles in the way, which were all met and surmounted
580
HISTORY.
[1856.
by the vigilance, perseverance, and liberality of Mr. Sturtevant and others.
The city solicitor having decided that the city was not authorized by law to purchase the franchise or charter of the corporation, and it being desirable that the erection of the bridge should not be delayed, the contract passed on the 11th of October was amended by adding the clause, " provided that the said city shall first be duly authorized by law, and by an act of the legislature, to make the purchase of the said bridge and property, and to hold and manage the same for the pur- poses named in said act. "
Such an act was passed during the session of the legislature in 1856, and the bridge was immediately commenced. The work was carried on with great energy, and the bridge was finished and ready for public travel on the 13th of December, 1856. It is a substantial structure, 1,515 feet from shore to shore, and forty feet wide. Two hundred and thirteen feet of its length are filled in solid (155 feet are filled in solid on the East Boston side), and the rest is built on piles. The draw is 173 feet long and forty feet wide ; and although very heavy, it works so easily that a boy of twelve can open and shut it. It was built by Mr. E. G. Brown, and reflects great credit on his skill as a workman.
The cost of the bridge exceeded the appropriation by about $1,000, and the builder refused to convey it to the city until this deficit should be made up; the control of the bridge being vet in his hands, he raised the draw, and thus effectually pre- vented the public travel. To overcome this obstacle, the de- ficiency was collected by private subscription ; the builder then conveyed the bridge to the city. It is now the city property ; and while it brings into closer connection the interests of East Bos- ton and Chelsea, it is also an important avenue of communi- cation with the metropolis and the country.
WATER.
The Artesian Well. - It was early seen by those who had in their control the future destinies of the Island, that, if East Bos- ton was to become the residence of a numerous population,
-
581
WATER.
1845.]
some provision must be made to furnish an abundant supply of water, the resources of the Island not being sufficient for this purpose. The subject was one of the highest importance to the present and future interests of the Island ward, and in the execution of any plan, its prospective condition and wants were to be fully considered. The policy of action must be a far- reaching one, or the prosperity of the place must decline ; no temporary policy would answer, -it must be a matter for the present and future.
As is always the case in matters of this kind, the opinions were various, and the plans proposed numerous; different per- sons had their different preferences, and in proportion to their feelings on the subject, urged their respective ideas. In a thing of so much importance it was necessary to proceed with pru- dence and foresight, and, the end at last secured, shows the wisdom and sound reasoning of the East Boston proprietors.
It was generally thought at that time, that the wants of those residing on the hills could be supplied from common wells, but that some other provision must be made for the low lands. Basing his proceedings on this supposition, Gen. Sum- ner, on the 30th of December, 1845, laid before the board a communication on the subject of supplying the low lands with water from a spring in Chelsea. The idea embodied in this paper was to raise the water by a pump, to be worked by a windmill, to a height of about thirty feet, and thus give suffi- cient head to carry it all over the low grounds. The first action taken by the directors of the East Boston Company in regard to water was on this communication of Gen. Sumner, which was referred to Richard S. Fay, Esq., the treasurer of the company. Meanwhile, the subject was under consideration ; and the company began to think, that, if water was brought to the Island, or if measures of any kind were to be undertaken to supply the inhabitants, it would be wise to look to the future demand, and to make provision for the growth of the place, and to supply both the high lands and low lands.
Judging by the success of such undertakings in other parts of the world, particularly at Grenelle, France, some individuals had confidence that an Artesian well would furnish an ample
49 *
582
HISTORY.
[1846.
supply for the inhabitants of the Island, and this idea took so firm a hold of many minds that it was urged to a trial.
Mr. Fay, to whom Gen. Sumner's plan had been submitted, made a verbal report on the subject-matter on the 12th of Jan- uary, 1846. Mr. Fay had been reading on the general subject of Artesian wells, and was sanguine of the success of such an undertaking at East Boston, if thoroughly tested. The fact that the well at Fort Strong, which had become partially filled up, had been bored, with successful results, to the depth of a hundred feet or more, had influence on the minds of many in favor of the Artesian well. In conformity with Mr. Fay's report, he was authorized to sink an Artesian well in the vicin- ity of section two.
The spot selected for the well was on lot 346, section three, at the corner of Princeton and Putnam streets ; and Mr. Uriah Higgin was employed to commence the undertaking. But on the 16th of October, 1846, the directors, apparently dissatisfied with the progress made by Mr. Higgin, voted to discontinue the work for the present. At that time the well had been sunk to the depth of two hundred and ninety-six feet. A stratum of slate stone had been reached at the depth of one hundred and twenty feet, at which point boring was commenced, and a nine- inch hole was bored to the depth of one hundred feet, when the further progress was stopped by a file, or some other small iron tool, which was by accident or malice dropped into the well. It was probably dropped in by design ; at least, such is the impres- sion of those most intimately acquainted with the subject, and a vote is on record in regard to the employment for the future of men of temperate habits. The stratum of slate rock reached and bored into in the well is probably identical with the stra- tum found near the old powder-house in Somerville, near Med- ford, and again in Lynn, and which probably crosses the channel.
On the 13th of November, 1846, Messrs. Fay, Gilbert, and Lombard were appointed a committee with full power to make contracts for the prosecution of the work. This committee employed Jesse N. Bolles, of Providence, hydraulic engineer, and Thomas S. Ridgway, of Philadelphia, mining engineer, and the work was resumed. As the obstruction before alluded to
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