USA > Massachusetts > Norfolk County > Needham > History of Needham, Massachusetts, 1711-1911 : including West Needham, now the town of Wellesley, to its separation from Needham in 1881, with some reference to its affairs to 1911 > Part 8
USA > Massachusetts > Norfolk County > Wellesley > History of Needham, Massachusetts, 1711-1911 : including West Needham, now the town of Wellesley, to its separation from Needham in 1881, with some reference to its affairs to 1911 > Part 8
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In 1829 some pieces of road north of the poor-house were accepted, and others discontinued. In 1831 a new road was built near Major McIntosh's tavern, presumably that part of Central Avenue that is between Great Plain Avenue and the north end of Noyes Street. In 1832 the selectmen were instructed "to oppose the Corporation of the Worcester & Central turnpike road from their relinquishing them and become a town expence". This involved also the care of fifty feet of the bridge at the Upper Falls. The Worcester Turnpike was chartered March 7, 1806, built in 1808, and for many years its proprietors collected toll at different points. Daniel Dadmun had charge of the toll-gate just north of Blossom Street. In 1832 the proprietors were desirous of turning over to the towns their rights and obli- gations. Two years later William B. Parker, Benjamin Slack and William Flagg were a committee "to see if the toll gate might be moved for the Interest and convenience of the Inhabitants of the town of Needham". Late in 1833 the road over Chestnut Hill was discontinued, and a new one, now Wellesley Avenue, accepted. Chestnut Hill is the long hill west of Forest Street.
On April 20, 1835, the town appointed Thomas Kings-
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bury, Benjamin Slack, and Moses Garfield to report as to the repairs needed on the turnpike, which had been "put on the town". That year the western portion of what is now Cartwright Street was laid out as an "open road" by the selectmen, having been only a "Bridle Way", and Brook Street was changed for about fifty rods, so that Reuel Ware's house was no longer on the south side of the road, but on the north, as at the present time.
In 1837 a committee was directed to oppose a road which the County Commissioners were asked to lay out "from Widow Abigail Cheneys to the Upper Falls", and in 1838 a new road from Charles River to the North school was made, and there were minor changes in that section that year, and in the years directly following. The familiar name "Mark Tree Road" occurs in 1838.1
In 1840 the selectmen were to protect the interests of the town "where fences are set in too narrow", encroaching upon town roads, and the highway surveyors were made a committee to change district lines. The town accepted a short piece of road near "Flag House Hill", running south to Great Plain road, and discontinued the old road from that hill to the said Great Plain road. In 1841 there were four small bridges in the West Centre highway district.
In 1848 the town paid Lewis Beals and Stephen Hays the large sum of $900 for building a road from West Needham "Depot" to William D. Kingsbury's. This road had been laid out by the County Commissioners, and the year before the town had sought of the General Court relief from an order of the Commissioners in reference to it, or a part of it. The two following years considerable work was done in the Lower Falls section, and Central Avenue was straightened south of Charles River Street, and the latter street near Spencer Fuller's was also improved to the South Mills.
1 This is the name in general use, although the selectmen reported it as Marked Tree Road when a list of approved, or suggested, street names was prepared by them in 1876, and the latter name was confirmed by vote of the town.
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In 1849 the old road from the Lower Falls to Weston was discontinued, as a new one had been built which ran by the house of Amos Allen, Esq., who was a justice of the peace, and for some years rather prominent in town. The same year Dexter Ware, George K. Daniell and Dea. Asa Kings- bury were a committee to consider discontinuing the old road from Grantville "depot" to Grantville Hotel.
In 1850 the road was straightened between the houses of Dea. Jonathan Newell and George Revere, although it curves at the present time (1911).
In 1851 the town directed the selectmen "to fill up or otherwise make safe the dangerous watering places", which led to the disappearance of those wayside pools, a few of which may still (1911) be seen in Dover and in other towns.
In 1852 the selectmen were authorized to discontinue the old road from Parker Plain to the Methodist meeting-house, and to lay out a road from land of Ephraim Loker and James Reynolds to "Pine Plain so called". At this period many of the roads were straightened, and new ones pro- posed, which in several instances were not constructed for some years. The "McCracken road" from "near the Noyes Place, to the Worcester Turnpike" appears to be the road that Thomas Kingsbury built by contract in 1858 for about $400. Among the roads straightened was that part of Nehoiden Street between the blacksmith's shop and Garden Street, which until 1855 ran by the front door of the home of Artemas Newell, Esq., who laid out and graded the new road, the town discontinuing the old one.
Hillside Avenue from Webster Street to Hunnewell Street was accepted in 1857. The next year William Flagg built Lovewell Road at a cost to the town of upward of $400, and Seaver Street was built at this time. Meeting-house Hill, Nehoiden Street, was reduced in 1854, and important changes made in that road, and again in 1859-60, when the elaborate stone wall was built by William Gilbert Jones, a skilful mason, samples of whose work are familiar objects,
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although the builder is unknown to the present generation. John Kingsbury, 2d, cut down Meeting-house Hill in 1859, dumping the material on the green to the westward, much to the disgust of Davis C. Mills, who had carefully graded and seeded the place. In the course of years John F. Mills, a son of Davis C. Mills, in a large measure repaired the damage.
It is difficult to trace the changes made in the roads dur- ing 1840-59, partly because in many instances there was no special appropriation, and particularly as the result of losing the road book, or books. Sixty-five years ago Great Plain Avenue was crooked and the portion opposite Garden Street was farther south, and there was a curve by Mark Tree Road which made the road southwest of the Munson house. It came out onto the present course just east of the MeIn- tosh ledge. At the time this road was straightened a rattle- snake was shot on the ledge south of the present Marsh house.
The Honorable Enos H. Tucker stated that in his youth there was no such road as the westerly part of Grove Street, which now runs by Dana Hall.
The year 1859 was one of activity in road building, and John Fuller constructed the Libby Road, and bridge, at an expense exceeding $1100, while John J. Perry made a new road near the railroad station in Wellesley for $400. The fine trees on Washington Street in Wellesley Hills were set out by John Curtis and John W. Shaw during the Civil War, or shortly before. South Street was laid out by the County Commissioners in 1861.
During the Civil War road building was at a stand-still, but in 1865 Hunnewell Road, now Hunnewell Street, was made, an appropriation of $300 having been granted for that purpose. The name of this street is derived from Samuel Hunnewell, an early inhabitant, and it has been said that the present street includes a cart path that anciently led to his house. In 1866 "Highlandville Road", which is
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THE HISTORY OF NEEDHAM
Highland Avenue from Great Plain Avenue to Hunnewell Street, was constructed by J. B. & C. Dacey for $1950, according to plans drawn by Robert Mansfield.
At the annual meeting in 1867 the town declined to accept a road laid out by the Honorable E. K. Whitaker from Great Plain Avenue to the new County road near the Oakland Institute, but voted "that the County Commissioners should terminate the new County Road by taking East Street as the rout to Great Plain Avenue". During the year ending January 31, 1868, there were heavy falls of snow, and it cost the town over $1600 to break out the roads. In 1868 the selectmen were authorized to spend $1000 on what is now Greendale Avenue between Kendrick Street and the "Dedham Road".
In 1871 and 1872 the town expended about $9500 re- building and widening the bridge at Lake Crossing, and constructing the arch under the road, according to plans of J. Franklin Fuller. Johnson & Richmond were the con- tractors. This arch is not to be confused with the passage way under the Boston & Albany Railroad track.
In 1871 $1500 were voted to enable the selectmen to pur- chase gravel banks. Another costly improvement of the highways in 1871 and 1872 was the widening of Washing- ton Street at the Lower Falls, which contributed largely to- ward necessitating a loan of $20,000. Maple Street was accepted in 1871, but not built until 1873, in which latter year $1000 was spent on Mark Tree Road. Central Street was also rebuilt in 1873.
The early seventies were years of enterprise in Needham, and many new streets were petitioned for.
In 1874 the town spent $18,000 on its roads, and Reser- voir Street was built, Hillside Avenue north of West Street opened for travel, and Chestnut Street was widened from South Street to Day's Bridge according to an order of the County Commissioners issued the preceding year. The last piece of work cost only $500. Wellesley Avenue was
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relocated in 1875 in consequence of the construction of the Sudbury River conduit, but the City of Boston bore the expense, and paid the land damages. Brook Street was remade in 1878, and the Ireland gravel land was purchased for $500. In 1879 the selectmen advised an appropriation for sidewalks, the abutters to pay one half of the expense, and in 1880 $300 were voted for this object, and thus be- gan the construction of sidewalks in Needham, to result in fine concrete walks, some of them extending long distances. In 1884 a special appropriation of $300 was again made for sidewalks, and the next year the same amount was voted as one of the annual grants. The first concrete sidewalk in Needham was built in 1890 or 1891.
The question of drainage occupied the attention of the town both before and after the division, and was a road matter. Great difficulty has been experienced in draining the vicinity of the Needham station, and in 1880 $1100 were appropriated for that purpose.
In 1878 the County Commissioners had ordered the widening of Highland Avenue, and in 1879 it was made fifty feet wide between Great Plain Avenue and Webster Street, the change being almost entirely on the east side, where the damages were considerable.
In 1880 the road which ran close to the house of Henry F. Durant, Esq., was straightened, largely at his expense, improving the street, but it was not until after the division of the town that a much greater change was made in the street, giving Mrs. Durant a fine lawn.
In 1884 Causeway Street was included as a part of Great Plain Avenue, making the avenue extend from Wellesley to the Dedham line. Hillside Avenue was continued from West Street to Rosemary Street by Maney Brothers, con- tractors. Their price was to be $1750, but they obtained $2457.62 in a suit, and the town also paid Mrs. Morton about $600 for land and damages.
In 1889 Great Plain Avenue from Noyes Street to Curtis
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McIntosh's house was straightened and widened by order of the County Commissioners at an expense of over $4000. Opposite the old Mills house the road is said to have been anciently in the meadow, and west of the big elms. Lieut. Fisher Mills took some young elms to Boston to sell, but a few were rejected by an official as imperfect, and when he got home he set them on the east side of the road.
In 1888 the town had purchased a large stone crusher, which, with an Atlas engine and the freight charges, cost about $2100. The first steam roller dates from 1901, and was made by the Buffalo Pitts Company. It is a twelve ton machine, and cost $2800. The first watering cart owned by the town was bought in 1899 and cost $325. These additions to the facilities of the street department have made improved methods of road building possible. The first efficient use of the stone crusher in Needham, resulting in a "stone road", was when Nathaniel Wales was superin- tendent of streets in 1896. Mr. Wales also served in 1887 and 1888.
In 1897 Webster Street between Central and Greendale Avenues was widened, and Great Plain Avenue from Curtis McIntosh's to the Wellesley line; the expense of the first- mentioned work was nearly $8000, and of the second about $2800.
In March, 1902, the town restored the old name of the Broad Meadow Road, and during that year South Street was again reconstructed. In 1902 Great Plain Avenue from Highland Avenue to Garden Street was widened by order of the County Commissioners, which resulted in the removal, May 2, 1904, of some fine elms south of the common. The elms extending from Nehoiden Street to the Baptist Church were set out by Edgar K. Whitaker and sons on the day that the Cochituate water was introduced into Boston, which was October 25, 1848. A sidewalk was also made by Mr. Whitaker, or land for one given, and there were banks of shrubs placed by the roadside. The Kingsbury-Whitaker-
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Morgan place then included the land between Nehoiden Street and Highland Avenue.
The Whitakers are said by Mr. James Mackintosh, and others, to have set out trees on both sides of the road from Marked Tree Road to Pickering Street.
The first State road built in Needham was a mile of High- land Avenue, beginning at the bridge, and the work was done in 1902 by the local street department under super- vision. The cost was about $6100, of which $5340 was paid by the Commonwealth. In 1905 the town took the contract for a second mile of State road to begin at Day's Bridge and to extend north over Chestnut Street, and completed it the following year at a cost of about $6500, practically the whole expense being paid by the Commonwealth and the Newton and Boston Street Railway Company.
In 1905 Grove Street was out of repair, and was remade after the manner of a State road at a cost of about $2250, and reflected credit upon the street department. South Street has been an expensive highway, and in 1906 $1500 were spent to make it equal to a State road.
Elaborate improvements were made on Hillside Avenue and Rosemary Street in the years 1907-9, including walls, iron fences and sidewalks. The wall by the pond was built in 1908 and 1909 and is two hundred feet long and in some places ten feet high. The large willows on the shore were removed in 1907.
In 1909 means were adopted to permanently lay the dust on some principal streets, and Tarvia B. was used success- fully on two and one half miles of road, and the more tem- porary Terracolio on six miles.
On Highland Avenue, a State Road, Asphaltoil was ap- plied hot, and is expected to last two years.
In 1910 "Dust suppression" became an important item in the highway expenditures, five and one half miles being covered with Tarvia B., and about six miles sprinkled with an asphalt oil emulsion.
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THE HISTORY OF NEEDHAM
Needham has grown rapidly within a few years, and much land has been put upon the market by men who are not otherwise identified with the town. In too many instances names without significance have been given to new streets, often as a compliment to some friend or relative, or perhaps selected at random by a surveyor. When the citizens are asked to accept a street and to vote money for its construc- tion, it would seem proper that the name should then be subject to change, or the question of its appropriateness referred to a committee.
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Care of the highways and the Duties of highway Surbepors
By a law enacted on December 6, 1693, each town was required to choose annually two or more Surveyors of Highways, who were to be sworn to the faithful performance of their duties. Refusal to serve as a highway surveyor involved a fine of twenty shillings, and for neglect of duty when in office it was £5. Every male inhabitant over sixteen years old was liable to be called upon for work on the roads, and there was a fine of 2s., 6d. per day for absence when summoned, unless represented by a substitute. The failure to send a cart and team was punished with a fine of six shillings per day. The selectmen had power to lay out particular and private ways, and the Court of Quarter Sessions received applications for public roads. The appro- priations for the highways during the Provincial period averaged about £50 per year in Needham, although only £26, 16s., 4d. "Lawful Money" in the years 1750 and 175I. When in "Land Bank Bills", or other depreciated currency, the sum voted was nominally large, and was £450 in 1748. The grant was usually £90 each year from the close of the War of the Revolution to 1795, inclusive, but was raised to £135 in 1796 and 1797. The next year the appropriation was for the first time reckoned in dollars, and was of $500. This was the amount annually voted by the town until 1803, when it was increased to $600, and so continued for many years. During the thirties the average amount of the grant was $775, in the forties it was $1000, and in the fifties
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$1694.80. The appropriations for the highways were small during the Civil War, but before the close of the decade had risen to $10,000 per year. For ten years after the divi- sion of the town, 1881-90, the average cost of the roads was under $7000 a year, but has since greatly increased. Eighty years ago the expense of breaking out the roads in winter did not exceed $25, although the falls of snow are said to have been heavier than at the present time. Beginning with 1846 the town annually authorized the selectmen to have the roads broken out, but there was no special appropria- tion for this purpose until 1873, when $1200 were granted.
In 1721 the town voted to do "ouer Hyway Work by a Rate", and for more than a century this was substantially the annual vote in Needham, and accorded with the general custom in New England. The rate was necessarily based upon "Last years bills", as most of the tax was worked out by the men and boys in the spring. As late as 1831 at least one half of the road work was done in May, and only one seventh of the money was reserved for the winter. There were years when a portion of the highway tax was required to be paid in money.
It was not unusual to permit men to work out their taxes on what were practically private ways. For example: On May 22, 1755, the town voted "to allow ten of Dear John Fifhers Neareft Nabours to work out there Proportion of the High way Rate in the Road Leading to his Mill". In 1784 Dea. John and Nathaniel Fisher, and Josiah Newell, Jr., were to "work Out their Highway Rate in ye Highway Near their Mills." The mills referred to were the grist- mill and the sawmill in the South part of the town. In 1789 a similar vote was passed, and Simeon Colburn, Jonathan and George Fisher were permitted to work out their taxes on the road previously mentioned, and were in addition to Nathaniel Fisher and Josiah Newell, Jr.
On May 12, 1791, the town voted to "allow the proprietors of broad Medows (So Called) that use the Causway that
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Leads into Said Medows over Poles Island to work one Day Each on Said Causway and to be allowed for Said work as done in the Highways". In 1802 Capt. Josiah Newell was allowed $8.66 for work which he did on the highways for seven men who failed to do their part. In "working" out these taxes there was too much "soldiering", and in 1836 the town directed the surveyors to "cut down" the pay "if any person is not faithful at his work".
On June 5, 1743, the town voted to allow for road work "one Shilling old tenour per Hour for a fingle man", and two shillings was considered fair pay "for a man and Teame". This was nominally high compensation, and the amount was doubled in 1748, but was probably no better than 3d. per hour in good money, which was the value placed upon the road work in 1753, either for a man or for a "Teame". The latter expression referred to oxen well into the nineteenth century. There was no change in the highway wages till 1778, when the pay was six pence per hour; in 1780 it was six shillings, and in 1781 "Six Dollers" in sadly depreciated currency. In 1782 it was again in hard money, and was four pence per hour for each man; this was increased to six pence in 1796. Nine cents was the value placed upon an hour's work on the roads in 1798, and for fifty-four years, 1799-1853, there was no advance from ten cents per hour, which was the amount established in 1799, either for one man or for a team, with the exception of two years. In 1828 eleven cents were allowed per hour, and in 1829 twelve and one half cents. In 1854 the pay was twelve and one half cents for an hour's work, and continued un- changed to the time of the Civil War, when it varied from ten to fifteen cents. One horse was reckoned the same as one man, but in "War time" a yoke of oxen were estimated as earning a shilling an hour. In 1860 the inhabitants of Needham worked out $1500 of the highway grant for that year.
In the spring of 1806 the town voted to provide each
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highway district with "a good Plow for the use of highway work of Sufficient size to accommodate them: And Choose a committee to Build the Same". The committee consisted of Daniel Felton, Maj. McIntosh, Lieut. Lemuel Mills, Enoch Fisk, David Smith, Jr., and Jacob Pierce. Mr. Smith had much to do with the roads. In 1809 the town paid $5 for a plough, but one for the West District cost $9.17 in 18II.
In the early years the Town of Needham chose four or five Surveyors of Highways each spring, but there were no defi- nite districts. For some reason only two surveyors were elected in 1722, and again in 1730, and but three in 1724. The first record of Highway districts in Needham is found in the vote of May 17, 1736, which named Captain Cook, Jeremiah Woodcock, Henry Dewing and Peter Edes, to- gether with the selectmen, a committee "to Devide the Highways of the Town for Five years". At the annual meeting in 1767 Capt. Ephraim Jackson, Lieut. Day, Jona- than Deming, Isaac Underwood and Ensign Cook were instructed "to divide the Roads into Diftricts that shall Continue from year to year Dureing the Towns Pleafure". Later divisions were based upon that of 1767, although the lines of highway and school districts were from time to time changed, either on the recommendations of special committees, or by vote of the town under articles in war- rants; if only one or two estates were concerned the latter method was often availed of.
After the creation of districts the number of surveyors was seven until reduced to six by the annexation of the West End District to Natick in 1797. From 1822 to 1851 the number of districts was nine, and there was a surveyor for each of them. In 1851 there was a new division into ten dis- tricts, which number was reduced to four in 1867. A fifth district was formed from the others in 1874, and was known as the Centre District, but the next year there were but four, which remained the number to April 10, 1876,
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when Augustus Stevens was made sole superintendent of streets. In 1878 Charles Hiram Dewing, who had been a surveyor of highways under the old system, as had Mr. Stevens, was chosen colleague of the latter, and had charge of the East portion of the town. In 1881 the town was divided, and Mr. Stevens became superintendent of the streets of Wellesley, and Mr. Dewing of those of Needham. With the exception of two years Mr. Dewing served until his death in 1895, and was thoroughly competent, and highly respected.
Since 1901 David Hugh Livingston, a popular, genial citizen, has been the superintendent, and has met the in- creasing demands of his position with progressive efficiency. His resignation took effect on June 1, 1911, when he became superintendent of streets in Dedham.
In 1874 the selectmen urged the election of road commis- sioners, and the question of choosing such officials has been repeatedly before the town, particularly in 1890. Since 1876 the selectmen have been annually elected surveyors of highways by hand votes.
Of the old-time surveyors of highways entitled to mention in the town history, either on account of length of service or because of their ability in office, are the following:
Capt. William Pierce, Upper South and West Centre Districts.
John Kingsbury, Centre and Great Plain.
Dea. George G. Stevens, Great Plain.
George Otis Kingsbury, East.
Charles McIntosh, Centre.
Asa Fuller, West Centre.
The highway surveyors were collectors of the highway taxes, and by a vote of 1781 the town directed them to pay unexpended balances to the town treasurer. At the annual meeting in 1838 the town voted "that the highway survey- ors be Chosen by the districts and Sanctioned and approved by the Select-men", "Districts to meet for Choice of
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