USA > Massachusetts > Suffolk County > East Boston > History of East Boston; with biographical sketches of its early proprietors, and an appendix > Part 54
USA > Massachusetts > Suffolk County > East Boston > History of East Boston : with biographical sketches of its early proprietors, and an appendix. > Part 54
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" From Lynn, in a direction about N. 60 E. to the oak tree near Colman's farm, the route is on a level of about fifteen feet above high-water mark. This direction continued will reach Marblehead, the route being very level, and but few obstructions, and these hills of a small elevation.
" From a point in the Marblehead road about one hundred rods east of the oak tree to Salem may be obtained an advantageous location in the valley of Great Swamp, quite level, and very direct. The valley varies in its direction only about twenty degrees; but the road could be perfectly straight to near the entrance to Salem. At a point about a half mile south of the brickkiln, an advantageous branch could be made to Marblehead across favorable ground, although not so much so as the ground between the oak tree and Marblehead.
" The distance in the former case from the road to Marblehead is two and a half miles ; in the latter, about four and a half miles.
" FRANCIS VINTON, Lieut. U. S. Army. " Genl. W. H. Sumner, Boston."
A day or two later he sent a map of the route to the same gentleman, with the accompanying note.
" I send you the map with the straight course, passing over the hill on Nod- dle's Island and the hill on Belle island, marked with dotted lines; and the course avoiding the hill on Noddle's Island, marked by a full line.
" The base of the hill on Belle island is about 1,160 feet, and the base of that on Noddle's Island about 1,048 feet. This is their maximum length. I will call on you at six and a half or seven o'clock this evening."
It was while this subject was under consideration, that nego- tiations were commenced between Messrs. Sumner, White, and Oliver, for the purchase of Mrs. Greenough's half of Noddle's Island. During these negotiations, General Sumner opened the subject of the railroad to these gentlemen, to whom he had proposed a union with him in the purchase, and secured their assent and cooperation. The day after the date of his letter to General Sumner, Lieut. Vinton sent a report of his reconnois-
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HISTORY.
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sance to Messrs. Sumner, White, and Oliver; but as it con- tains nothing in addition to the former letter, and is not so particular in its details, it need not here be given. The purchase was brought to a satisfactory issue, and on the 21st day of February an indenture was entered into between the purchasers, the fourth provision of which is as follows : -
" 'That they will use all their endeavors and exertions to pro- cure the location of a railroad from Boston to Salem over the Island aforesaid, and to establish a ferry connected therewith between the Island and Boston; and inasmuch as it may be found necessary or convenient, in order to carry into effect this object, to associate other persons in the purchase aforesaid, it is agreed, that, whenever it shall be decided so to enlarge the number of associates, each of the present parties, and such as shall become associates with them, shall part with shares in said Island, or purchase in proportion to his interest therein."
Two difficulties presented themselves to the minds of the movers in this work : the first was in procuring a charter, and the second to get the stock taken in case a charter should be ob- tained. Fully aware that a strong opposition was to be met and overcome in any attempt to obtain the first of these objects yet anticipating final success, the author conversed with Messrs. Perkins and Tallmadge on the subject, two prominent capitalists and speculators belonging to New York, in order to get them interested in the projected road. He took them into his car- riage, and driving down to the end of North Battery wharf, pointed out the proposed route, and all the circumstances con- nected with the subject. The whole enterprise struck them favorably, but at that time they were deeply interested in the Providence Railroad, and could not engage extensively in an- other ; but they secured a promise from the writer to give them an opportunity to subscribe for stock, if a charter was granted.
To interest Salem people as much as possible in the projected enterprise, a proposition was made to them to this effect. After stating some general facts concerning the route, which have al- ready been given, the paper goes on to say that, -
" This furnishes the shortest and most practicable route for a railroad from Salem to Boston, which would run from Salem to
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PROPOSALS TO SALEM CAPITALISTS.
1832.]
Smith's head. The locomotive would then run itself into rails on the steamboat deck, corresponding with those on the road, and land its passengers and goods in Commercial street in Bos- ton with scarcely a moment's interruption.
" Noddle's Island contains, by Taylor's survey, 663 acres, be- side several hundred acres of valuable flats for wharf lots. That part of it which fronts on the harbor is the best wharf land in Boston, both on account of its depth of water (five fathoms) and its south-western aspect.
" The whole Island, of which a considerable proportion con- sists of fine clay for bricks, is beautifully situated for building. It is cool and healthful in summer, and being very near to, or almost in, the town, and connected with the thickest settled part of it by a steam ferry-boat which would pass over every five minutes, it is thought it would immediately draw off its surplus population, and soon become, like Brooklyn opposite New York, a populous and business part of the city. Indeed, several years ago, a proposition was made to the proprietors to purchase an undivided half of it by a company estimating the whole at eighty thousand dollars, to be divided into eighty shares, the purchasers of which stipulated to erect one house, building, or wharf for each share upon it the first season; but it could not then be purchased.
" One undivided half of the Island can now be obtained at forty-two thousand dollars, and divided so that each shareholder shall have an acre of land. A part of the stock is taken up, but one hundred shares is reserved to be divided among the in- habitants of Salem, to insure their aid and concurrence in the location of the road in the proposed direction, and on condition of the grantors being as shareholders of a like proportion, say one third of the railroad stock.
" For this purpose the property shall be conveyed to trustees with power to issue scrip for shares upon payment being made therefor by the subscribers, and subject to such other provisions as they shall make.
" Each shareholder shall pay five dollars a share on subscrib- ing, to be accounted for in expenses, and the number of shares in the company may be increased if the other proprietors of the Island should hereafter be induced to convey a part or the
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HISTORY.
[1832.
whole of their interest to the company, or to become a party to the association in proportion to the number of acres so obtained or added."
The petition presented by General Sumner and others sets forth the principal points in a condensed form, and for this rea- son is here introduced : -
"TO THE HONORABLE THE SENATE AND HOUSE OF REPRESENTATIVES.
" The subscribers respectfully represent that a railroad from Boston to Salem would, in their opinion, greatly facilitate the communication between the two largest commercial places in the Commonwealth, and by branching out from it to Marblehead and Gloucester, and, as its advantages shall be demonstrated, extending it to Newburyport and Portsmouth, and the large manufactories eastward of it, all the towns on the eastern coast and those enterprising estab- lishments, may either directly or eventually participate in its benefits.
" Your petitioners further represent, that the most direct route from the market in Boston to Salem is across Noddle's Island, in Boston harbor. Great advantages, in the opinion of your memorialists, would result to the capital and State from connecting that Island with the city by a steam ferry. The Island is directly opposite the most populous part of the city, and is within the city limits. It is only 132 rods from the North Battery to the Island, and by the erection of a wharf on the latter, the distance will be reduced to somewhat less than three eighths of a mile. The water at Noddle's Island point is five fathoms deep, and the channel opposite it is deeper than in any other part of the upper harbor. Hence it is seldom frozen; and if a steamboat were kept constantly passing, it is believed, would never be frozen over. The situation of the Island is cool and healthful; its hills afford most beautiful sites for pri- vate residence, while its extended front upon the deepest water in the harbor, with a south-western aspect, furnishes such opportunities for commercial and mechanical pursuits as the circumscribed limits of the settled part of the city much require for indulging the taste and skill of its enterprising inhabitants.
" Thus the great object of extending the city settlements, in a part most re- quiring it, can be effected in connection with the enterprise. Commencing at Salem, the road would terminate at the wharf on the Island, where the steam ferry-boat, with rails on its deck corresponding with those on the road, would be drawn up to receive the carriages and cars, which would thus continue their course, and, with scarcely a moment's interruption, deliver their passengers and goods in any part of Commercial street which shall be selected for that purpose, and which it is contemplated to extend sufficiently far north wardly the ensuing season to afford these advantages.
" Your memorialists have only made the foregoing suggestions with a view to bring this particular course to the public notice and consideration, believing that it may be made to combine more private interests and public advantages than any other route which has been spoken of. But as the most favorable route for the location of the road must depend upon the surveys, which have
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THE PETITION UNSUCCESSFUL.
1835.]
not yet been made, your memorialists submit this point, as well as the terms of the grant, to the wisdom of the legislature, and therefore respectfully pray that they, and such others as may associate with them, may be incorporated, with power to construct a railroad from Boston to Salem, in the best practicable route, and on such terms and conditions as the legislature see fit to grant."
Four petitions were presented for a road to Salem across the Island, and five petitions for a road to Salem over the Winni- simet ferry. Against the Island route there were five distinct remonstrances, representing the prospective damage to naviga- tion, to water power, and other interests; and the Salem Turn- pike and Chelsea Bridge Corporation remonstrated against the construction of the railroad on either route. The bridge had been built at a cost of between $55,000 and $56,000, and the turnpike at an expense of over $182,000; and it was contended that the contemplated railroad would divert the travel from these thoroughfares, and thus the income be reduced. Both of the routes for the road proposed entering Boston at the north end by means of steam ferry-boats, the Island route terminating near North Battery wharf, and the Winnisimet route at the Winnisimet ferry landing. The distance from Boston to Win- nisimet was 7,600 feet, and from Boston to Noddle's Island 2,000 feet. While these different petitions were before a com- mittee of the legislature, the rival petitioners for the two routes united upon the plan of a single road from Salem to some place near Chelsea meeting-house, passing thence to Boston by two routes, one over the Island, and the other over Winnisimet ferry.
This committee, in March, 1833, reported against granting a charter.
Commencing the undertaking anew, subscription papers for a railroad from Boston to Salem were opened in July, 1835, and on the 7th of the same month a meeting of subscribers was held and a committee of five appointed to confer with the turnpike company, and to obtain subscriptions from the towns in the immediate vicinity. This committee made a report at a meeting on the 24th, urging speedy and vigorous efforts, in order to anticipate many projects then in contemplation calculated to throw obstacles in the way. Fully sensible of the increasing importance of the enterprise, the subscribers to the stock met
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HISTORY.
[1835.
again on the 4th of August, and listened to a report from their committee. This report took the ground that a charter could not be obtained for a road from Boston to Salem, but that a union must take place between the subscribers to the Boston and Salem, and the subscribers to the Salem and Newburyport, roads. It was thought that this union would be the means of securing a charter, by carrying to the legislature an influence too powerful to be resisted. Such an union would secure the towns east of Salem in favor of the undertaking, and add an importance to the route not otherwise to be obtained. The report was accepted without debate; and this fact shows con- clusively the then opinion of the subscribers in regard to the extension of the road beyond Salem. A general committee was appointed by the subscribers "to take all necessary steps for surveying a route for a railroad from Boston to Newbury- port, to obtain subscriptions to the stock, and to obtain a char- ter from the next legislature, if practicable."1
The committee proceeded immediately to perform the duties assigned them, and convened in a few days at Salem, and every act of theirs indicated that they were guided wholly in refer- ence to a long line of road. It was decided to employ Col. John M. Fessenden as engineer. He had previously taken a plan and profile of the Salem turnpike, and had examined with great care the several routes through Charlestown leading to the city, with reference to a terminus in Boston. He was now instructed to satisfy himself thoroughly as to the advantages and disad- vantages of all the routes which could be used, and to report his decision as soon as practicable to a subcommittee, com- posed of the chairmen of the several town committees. This subcommittee was intrusted with the negotiations for " a depot and other matters connected with the terminus of the road."
The able report of Colonel Fessenden, made in the early part
1 This committee consisted of Isaiah Breed and F. S. Newhall, of Lynn ; George Peabody (chairman of the committee), Larkin Thorndike, Robert Upton, Nathaniel Saltonstall, William Sutton, Gilbert R. Newhall, and W. H. Foster, of Salem; Pyam Lovett and Charles Stevens, of Beverly ; Joseph Farley, Abraham Hammett, and Ephraim R. Miller, of Ipswich; and John Porter, Caleb Cushing, Daniel Adams, 3d, and Benjamin Hale, of Newbury- port.
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COLONEL FESSENDEN'S REPORT.
1836.]
of 1836, contains, in a condensed form, the reasons for choosing the Island route; and these can be best given in his own words : -
" By your directions my attention was first given to the turnpike between Boston and Salem, for the purpose of ascertaining the facilities which the whole or any part of it would afford for the construction of that portion of the route ; the results of the examinations and surveys for this purpose were reported to you immediately after their completion, and were to the effect that the great elevations to be overcome on the road near Salem would make it necessary to resort to a rate of inclination inadmissible for locomotive engines, unless such an expenditure for grading should be made as even the free gift of the whole turnpike would by no means justify ; and further, that no part of the turnpike could be used for the railroad without much increasing the length of the route, and seriously injuring the turnpike for ordinary travel; and these evils would have been encountered without any saving of expense in the construction, as compared with the route finally selected.
" In connection with the plan of adopting the turnpike, or a part of it, and indeed with all the routes examined for a railroad, the different ways of ap- proaching Boston were considered, and those through Charlestown and East Boston were thought to offer the greatest facilities; and the final determina- tion in favor of that through East Boston was made chiefly for the following reasons : -
" 1st. It avoids the draws which would be necessary in the bridges across Charles and Mystie rivers. These draws are always objectionable, but I do not know where a route could come in contact with a more unfavorable one than that which would be necessary in crossing Charles river; as is the case with the present bridges, the draw must be opened very frequently for the passage of vessels, sometimes amounting to forty per day, causing, as I think will be acknowledged by all, a very much greater and longer continued uncer- tainty in the use of the road than would he encountered in the approach by East Boston. Indeed, a comparison can hardly be made, and should not be made, in my view, for by the former route there will be frequent and positive delays, while by the latter, experience has shown that delay or uncertainty can scarcely be expected. It is true that the distance in the ferry will not be performed in the same time with an equal distance on any other part of this or the other route; but this difference of time is less than that which would be required to perform the greater length of route necessary to pass through Charlestown.
" 2d. The convenient and practicable termination of the road in Boston will be very much nearer the centre of business by the East Boston route than by the other.
" 3d. The whole distance, as alluded to in the first of these reasons, is less by the East Boston route, and can be performed in less time.
" 4th. East Boston is so near the termination in Boston, and its accommo- dations of every description necessary for a depot so superior to any that could
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HISTORY.
[1835.
be obtained in the city, that a great portion or department of the depot can be located there, and thus save a very large amount which it would be neces- sary to pay to obtain only indispensable accommodations at the termination by the other route.
" 5th. The cost of the road will be very much greater by the Charlestown route, in consequence of the damages to real estate in passing through that town, and the construction of the necessary bridges, draws, etc.
" 6th. At the proposed termination in Boston and depot at East Boston, the greatest facilities which the city offers would be obtained for the approach of and berths for shipping, while on the other route a number of bridges and a greater distance must be passed.
" The ferry to East Boston is only six hundred yards in length, and, as I have before stated, experience has shown that it can easily be kept free and in use throughout the year ; it crosses the confluence of two rivers, the Charles and Mystic, and it is the last place in the harbor which would be closed by ice under any circumstances. Boats may be constructed with rail tracks, which can be raised or lowered to suit the tide, and permit the convenient and safe embarkation of a whole train of cars, if it should be desirable."
The location of the road, as detailed in Col Fessenden's valu- able report, is in accordance with that accuracy and excellent judgment which have always characterized him as a civil engi- neer.1
Immediately upon the reception of this report, the subcom- mittee repaired to East Boston, and satisfied themselves that the opinion of the engineer was fully supported by the facts in the case. Their next object was to make as successful a nego- tiation as possible with the proprietors of East Boston for a depot on their premises. The committee knew that the termi- nus of a railroad on the Island would be regarded by the pro- prietors as of immense importance to their interests, and a conference was proposed. After several meetings, the following offer was made by the East Boston Company, in a letter directed to the chairman of the committee, dated August 19, 1835 : -
" The undersigned, directors of the East Boston Company," " offer to cede, without any compensation other than the location of the railroad to East Boston, as much land on the Island (subject, of course, to the streets and canals, which are not to be obstructed) as may be necessary for the passage of a railroad on the south-westerly side of the road of seventy feet
1 The cost of the Salem Railroad survey, as given in the statement of the East Boston Company's accounts, December 15, 1835, was #2,380.62.
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EASTERN RAILROAD TERMINUS.
1835.]
wide called ' Chelsea street,' until it intersects Decatur street ; thence a strip of land two hundred feet wide, extending from said street to high-water mark on Webster street, about 1,300 feet in length; thence a water lot of two hundred and fifty feet, extending about 1,000 feet to low-water mark, - making, in the aggregate, exclusive of the land first mentioned, about 510,000 square feet, or nearly twelve acres, which they consider amply sufficient for the accommodation of all depots and other buildings that now are, or ever will be, required."
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On the 27th of August, the general committee met at Ips- wich, when the whole subject of the terminus in Boston and the proposal of the East Boston Company was discussed. The result was a vote of the committee, -
" That the proposition made by the East Boston Company to this committee is such an one as will be satisfactory, with the following additions, namely, that the width of land offered be 250 feet from Decatur to Webster street, and from thence to low-water mark, be 300 feet; that the railroad company be fur- nished gratuitously with all the material necessary for filling up the marsh and wharf and making the road, provided that satis- factory arrangements be made for passing the ferry, and the necessary accommodations obtained on the opposite side." These proposed additions were readily assented to by the direc- tors of the East Boston Company, in a letter to the chairman of the general committee, signed by the board, and dated Sep- tember 2, 1835.
At this same meeting at Ipswich, the subcommittee were instructed to negotiate in reference to the ferry and a depot and landing on the Boston side. The ferry company was distinct from the East Boston Company, although some individuals were large proprietors in both concerns. The property of the ferry was held in trust, and, to guarantee the exclusive right of ferriage to the then company, every water lot on the Island is sold with the provision that no ferry shall ever be run from the premises. The committee had no authority to make a specific contract with the ferry company binding both parties, and it was a difficult matter to determine prospectively in what pre- cise way the ferry should be used by the railroad company ; at the same time it seemed very important, that, if a charter should
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HISTORY. [1835.
be obtained, some arrangement should be made by which the railroad company should not be wholly dependent upon the will of the ferry company. It was accordingly concluded to obtain a bond from the proprietors for the sale of a majority of the shares, in case they should be wanted by the railroad cor- poration. In a conditional agreement, the proprietors engaged to furnish to the railroad company five hundred and ten shares, a majority of the stock in the ferry company, at the par value ; the purchase, when decided upon, to be paid in railroad stock. In addition to the boats, houses, ferry ways, etc., a valuable tract of land, called the " Public Garden," was then held by the ferry company, and was a portion of the property proposed to be conveyed to the railroad.
The agreement to furnish five hundred and ten shares of the ferry company to the railroad was as follows : -
" Boston, October 31, 1835.
" The subscribers agree to furnish to the Eastern Railroad Company, five hundred and ten shares in the East Boston Ferry Company, at the par value, on the following conditions : -
" The ferry shall be carried on as heretofore; whenever its net income upon its present rates of toll shall reach twelve per cent. per annum, the ferriage of the railroad travel, and the directors and agents of that company, and that of the residents and occupants of houses, stores, and wharves at East Boston, to- gether with the operatives in the manufactories, their agents and directors, and the agents and directors of the other companies, now or hereafter to be estab- lished there, shall be reduced so as to yield but six per cent., and so on from time to time as the increase of the travel may raise the income to twelve per cent. But the rates of toll may be lessened at any time so as not to reduce the in- come below six per cent. Any additional expenditures necessary to be made for the exclusive accommodation of the railroad travel shall be made at the expense of the railroad company, provided that the alterations made shall not be such as to diminish the convenience of the travel to and from East Boston. The purchase of the above shares in the ferry stock to be paid for in railroad stock at the par value.
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