USA > Massachusetts > Suffolk County > South Boston > History of South Boston (its past and present) and prospects for the future, with sketches of prominent men > Part 12
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SECTION 5. And be it further enacted, that the Proprietors of said bridge shall pay to the Master of every vessel that shall be loaded and of more than twenty tons register measure, that shall pass through said draw, for the purpose of unloading her cargo, five cents a ton for each and every ton said vessel shall measure, and a like sum of five cents a ton to the Master of each and every vessel of more than twenty tons burthen that shall pass down and through said draw, loaded, on her outward passage ; Provided however that the same vessel passing up and down, though loaded, shall not be paid for more than one passage. And it shall be lawful, at any period after three years from the passing of this act, for the Proprietors of said bridge or the directors of the Roxbury Canal to make application to the Governor, who, with the advice of counsel, is hereby authorized, upon such application in writing, desiring that a revision of said premium of five cents as aforesaid, may be made, to appoint three impartial men to hear the parties, examine the premises, and increase or diminish said premium of five cents, as they shall think just ; and their award, signed by them or the majority part of them, sealed, and certified to the Governor, and by him published, shall be binding upon all parties and shall be the same in future to be paid ; and in like manner and by similar application and pro- cess the same premium may be increased or diminished at the expiration of every five years successively during the term aforesaid ; and whereas it may be necessary that the said Proprietors, in making and building said bridge, should take, use and appropriate the lands belonging to other persons :
II2
HISTORY OF SOUTH BOSTON.
SECTION 6. Referred to the taking of lands.
SECTION 7. And be it further enacted that if the said corporation shall refuse or neglect, for the space of three years after the passing of this act, to build and complete the said bridge, then this act shall be void and of no effect.
SECTION 8. And be it further enacted, that in case the proprietors of said bridge or any toll gatherer, or officer by them appointed, shall neglect or refuse to open the draw, or unnecessarily detain any vessel about to pass, the said corporation shall forfeit and pay for such refusal, neglect or un- reasonable detention, a sum not exceeding fifty dollars, to be recovered by the owner or owners of such vessels in any court proper to try the same, by a special action on the case.
(This act passed March 6, 1804.)
Work on the bridge was begun at once, and the new street was soon completed. In the summer of 1805 the bridge was finished. It was 1551 feet in length and cost the proprietors about $ 56,000. October 1, 1805, it was opened for the first time with a great demon- stration. There was a grand milit try display and the exercises were concluded with a sham fight.
Many of the advocates of a bridge at the other end of South Boston were still determined, and before the south bridge had been completed there were evidences of war on the part of the advocates for a north bridge. The agitation was continued and public opinion was again much divided.
CHAPTER XVII.
THE BOSTON FREE BRIDGE.
Second bridge to South Boston built after twenty years' contest - Petition for bridge from Wheeler's Point- Many meetings held- Dorchester and Milton Turnpike con- structed - Toll established - Repeated defeats of advocates of bridge urge them to greater efforts - Bridge question takes political turn, Whigs favorable, Democrats opposed - Victory in 1826 - New difficulty as to who would build the bridge - Tax levy secures some money ; stock purchased by South Boston people - Meeting at which total amount was secured - Position of bridge decided upon - City of Boston secures right and builds bridge.
A FTER a heated and exciting contest, extending over more than twenty years, the Boston Free Bridge, in later years known as the Federal Street Bridge, and at the present time the Dorchester Avenue Bridge, was, in 1826, authorized by the Legislature to be estab- lished. It had become absolutely necessary, owing to the increased population, to provide communication with that portion of the city now near the South Union Station and Atlantic Avenue. A private company at first intended to build the bridge, but the city soon secured control from the Boston Free Bridge Corporation, and it became city property September 26, 1828.
In 1805, the year after the passage of the bills in the Legislature for the annexation of South Boston to Boston and also for the erection of the South Bridge, the Legislature was again petitioned for a bridge from Wheeler's Point. By some of the petitioners, it is said, it was hoped to prevent the completion of the South Bridge. But this was futile as the bridge was completed that same year.
Still there was a determination on the part of many to build from South Boston to Wheeler's Point. The newspapers of that time took a prominent part in the controversy, some being favorable and others opposed.
Friday, February 8, 1805, a town meeting was held in the Uni- versalist Church, Boston, and there was bitter wrangling, and during a long and stormy session the advocates of a bridge secured a majority, and a resolution was adopted instructing the Senators of Suffolk County and the Representatives from Boston, to aid by every possible means to secure the passage of an act authorizing the building of a bridge from Wheeler's Point, in a line with South Street, to South Boston.
This had not the desired effect, however, as the opponents of the bridge had a majority of the Legislature with them, and the bill was defeated February 20, 1805.
In 1807 another effort was made and a petition was again presented to the Legislature. The bitterest feeling existed between those in favor
·
114
HISTORY OF SOUTH BOSTON.
and those opposed, which feeling, in fact, did not entirely die away for many years afterward.
Meetings were held in the Old South Church, but notwithstanding all the agitation, and the favor of the Senate, the House of Representa- tives refused to concur and again the petition was refused.
Up to 1805 there was but one road between Dorchester and the Neck, and that was about where is now Boston Street. But in 1805 a corporation, entirely distinct from that which had built the South Bridge, constructed the Dorchester and Milton Turnpike, which extended away out to Milton Lower Mills, the same as the present Dorchester Avenue.
There was a toll, established by law, for all carriages and beasts passing over it. From this and tolls from individuals who used the turnpike, quite a revenue was secured by the company until 1854, when it was purchased by popular subscription and accepted by the town of Dorchester as a public highway.
This turnpike was much used and it was thought it made the chances better for the erection of the North Bridge. Many believed the proposed bridge imperative and so earnest did they become that a scheme was carried out for the purpose of emphasizing the necessity of such a bridge.
One of the land-holders at the South Boston end of the proposed bridge, built a wharf in line of the Dorchester Turnpike. Slowly the work was accomplished until it was built out into the channel. Then one night a cob-wharf was floated around from the North End and moored at Wheeler's Point, reaching to the South Boston wharf and thus made an avenue from shore to shore.
But the South End people were angry, and, forming a party, they dressed as Indians and cut away the cob-wharf. Giving it a push it floated out into the harbor. Two weeks afterward the wharf was cut away and went the route of the cob-wharf, out into the harbor.
So strong was the feeling between the two parties, on this bridge matter, that the situation was more serious than any political battle could be and the two sides were lined up like unto the leading political parties of the present.
The projectors of the movement for the building of this North Bridge, however, seemed to be doomed to defeat, yet they were not dis- couraged. The Boston citizens who favored it and the residents of South Boston who believed in it, bided their time, still hoping and still confident that as the bridge was a necessity it would have to be granted some day. The repeated failures to secure the passage of a bill by the Legislature for the erection of the bridge occasioned a cessation of hos- tilities for about fifteen years.
Joseph Woodward, Esq., an old and respected citizen, to whom the greater part of the credit for the annexation was due, was also one of the most hopeful that the North Bridge would be built and he encour- aged many others to think the same.
II5
HISTORY OF SOUTH BOSTON.
During the "dark ages of the bridge question" he vainly endeav- ored to bring the matter before the public mind again, but it was not until 1823 that he was successful.
Numerous public meetings were then held in various parts of the city of Boston and there were also meetings in the Hawes schoolhouse, South Boston.
At a meeting of the Board of Aldermen, held Monday, March 8, 1824 (Boston having become a city in 1822), a warrant was issued, on petition of Lot Wheelwright and others, calling for a general meeting to be held in Faneuil Hall, Monday, March 15.
The meeting was held and the following question for discussion was handed, in printed form, to each one who attended :
Is it for the interest and convenience of the city to have a free bridge or draw. from Wheeler's Point to South Boston, provided the same can be effected without any expense to the city, and whether they will instruct their Senators and Representatives in the next Legislature to labor to sup- port such a measure?
Francis J. Oliver, Esq., was moderator of the meeting and the mayor and aldermen were present. There was a very large attendance and much impatience manifested. An effort was made by the oppo- nents to prevent a vote. The vote to postpone action was heavily defeated, and when the ballot on the question before the meeting was counted there were 2,847 yeas and 779 nays.
The question having been determined in favor of a free bridge the meeting was dissolved.
In accordance with the vote passed at this meeting the city govern- ment petitioned the General Court, at its session in May, 1824, to sanction the building of a bridge from Wheeler's Point to South Boston in a line with South Street. The Senators and Representatives were instructed to aid by every possible means the passage of the bill and then began a struggle which up to then was unequalled in the Legisla- tive halls of Massachusetts and was very much like the contest for the Cove Street Extension Bridge of recent years.
Advocates of the bridge and their opponents, all alike, endeavored to influence the legislators who came their way, and lobbying was general. The Representatives from other parts of the state took par- ticular interest in the matter and the discussion occupied the greater part of that session.
But, even with all this, the Legislature of 1824 did not grant the petition, thus ignoring the Faneuil Hall meeting and the request of the city government of Boston.
The bridge question took a political turn, the Whigs being in favor of the bridge and the Democrats opposed to it. The election of muni- cipal officers in Boston was largely based on the bridge question.
II6
HISTORY OF SOUTH BOSTON.
But in 1826 the time for the advocates of the bridge had come; the Legislature was again petitioned and this time their prayer was granted. Against big odds they had fought, numerous had been their defeats, but success finally crowned their efforts. It was the beginning of a new era for South Boston, and with bridges to the South End and the North End, access to the city was easy.
ORANGE
ST. (AFTERWARD CALLED WASHINGTON ST.)
FRONT
STREET
--
SOUTH
193845 X9SS3
COVE
TURNPIKE STREET
BOSTON FREE
BRIDGE
Eő
BROADWAY
SECOND
FIRST
N
DAVIS W
ANDERSON'S
FRANCIS W.
2/f.
5
BOSTON, WITH PORTION OF CHANNEL AND SOUTH BOSTON, IN 1828. (Showing Boston South and North Free Bridges.)
But the passage of the bill by the Legislature did not build the bridge. A new difficulty presented itself, which, however, was soon. overcome. The question arose as to who should build the bridge.
The estimated cost was $30,000 and the city was not willing to move, nor was any individual ready to take the matter in hand.
South Boston citizens, desirous of having the bridge built, willingly allowed a tax to be levied upon themselves, but the total thus secured was far below the required amount.
Then it was proposed to have the stock divided into shares and again South Boston people came forward and purchased in large: amounts. Still there was not money enough.
LEWIS W
B ST
THIRD
MA- CLASS
WORKS
790188 NOLS08
-
II7
HISTORY OF SOUTH BOSTON.
At last it became necessary to resort to extraordinary methods to secure the money and a meeting of those interested was held. After a long debate the chairman rose and said :
" Gentlemen, there is but one of two things to do : either the bridge project must be given up, the charter cast aside, and the labor of many years lost, or we must contribute a sufficient sum to construct the bridge. Gentlemen, I hold in my hand a list of names, against each of which is placed a certain amount which you are invited to loan the bridge company, with the proviso that the lenders shall be entitled to receive all that remains after the bridge is completed.
Some of those present were " doomed " for $1,000, some $1, 500 and one or two as high as $2,000. No time was given for hesitation, and a promise was required from each before he left the room.
One gentleman, a zealous (?) friend of the bridge, but who felt unwilling to put his hand in his pocket in the manner proposed, was discovered in the effort to quietly leave the hall. The chairman, seeing this, said, " It's no use, either you must make the loan or give up the project."
All, save one, agreed to loan the amount for which they were " doomed," although it appeared quite doubtful, then, that any return would ever be made.
Proposals for building the bridge were then solicited, and Messrs. Newcomb, of Quincy, were given the contract to erect the abutments on the South Boston side, William Wright and A. A. Dame the abut- ments on the Boston side, and Samuel Chittenden was engaged to do the woodwork.
The question then rose as to what the position of the bridge should be. A wealthy South Boston man, owner of some estate in the vicinity of the proposed bridge, and the proprietor of the flats on the westerly side of Turnpike Street, offered to erect at his own expense the necessary sea wall on the westerly side, on the condition that the bridge would run directly to his flats, in a line with Turnpike Street.
The proposition was accepted, and the abutments of the bridge were run in a direct line with Turnpike Street, and then a turn was made.
So much trouble had occurred in building the bridge, that the pro- jectors were pleased when, February 5, 1827, the city council passed a resolve, " that, in case the Boston Free Bridge Corporation should build a bridge such as the city council should approve, it would be expedient for the city to accept the same and to assume the care and obligation of keeping the bridge in repair and to provide for lighting the same, and for raising the draw or draws thereof, as long as South Boston should remain a part of the city of Boston, upon such terms and con- ditions as should be required by the city council."
118
HISTORY OF SOUTH BOSTON.
August 11, 1828, a committee was appointed by the city council with full power to accept from the Free Bridge Corporation the surrender of the bridge, with its abutments, on the compliance by the corporation with the terms and conditions prescribed, and to submit all matters in dispute to arbitration.
It was finally agreed and accepted by the city that $1,607 be paid to the city by the corporation, upon which delivery and payment, the obligation of the care and superintendence of the bridge and streets devolved upon the city, by the force of the award.
By the deed of the corporation, which was executed by Francis J. Oliver, the president, September 26, 1828, pursuant to a vote of the
VIEW OF BOSTON, FROM SOUTH BOSTON, 1830.
corporation passed September 24, the Boston Free Bridge Corporation surrendered and conveyed the said bridge and abutments, wharves, etc., to the city of Boston, upon the terms and conditions which the city of Boston agreed to accept by the resolve of February 5, 1827, and also assigned to the city a deed from Gardner Greene, dated August I, 1828, and a deed from John T. Apthorp and others, dated August 21, 1828, and conveyed to the city all the lands and flats, rights and privileges acquired thereby.
There was some little opposition to the project of making the bridge city property, but at last this feeling was wiped out and thus
119
HISTORY OF SOUTH BOSTON.
was opened a new avenue between Boston and South Boston, known as the Boston Free Bridge.
It is interesting to note that in 1832, when the affairs of the origi- nal company had been audited, $2431.13 remained to be divided among those who had loaned to the company, which was about forty-one per cent of the whole loan.
March 12, 1830, an act was passed by the Legislature repealing the provision for a payment to vessels passing the South Bridge draw.
June 23, 1831, after the North Bridge had been built, and the value of the South Bridge had greatly decreased, an act was passed authorizing and empowering the proprietors of the South Bridge to sell, assign or transfer to the city of Boston, the franchise and materials of said bridge, to have and to hold the same to the city and its successors forever. Provision was also made that no toll or duty should be paid for travel over said bridge or passing the draw of the same, and that the city should keep the bridge in repair, provide a keeper to raise the draw and give all proper accomodation to vessels desiring to pass.
April 2, 1832, the proprietors of the South bridge agreed with the committee of the city council to sell for a sum not less than $3500, and the city council committee recommended that the offer be accepted.
A deed was executed, April 19, 1832, for the sum of $3500, con- veying to the city of Boston and its successors "all the franchise and also all the materials of the Boston South Bridge together with the buildings, rights, wharves and real estate of the said corporation and every part and parcel thereof, whatsoever the same may be, with all the privileges, appurtenances and immunities thereof in any wise appertain- ing, subject, nevertheless to all the provisos, terms, duties, conditions and tenure in the aforesaid acts of the said Commonwealth set forth and expressed."
Thus, in 1832, the South Bridge became city property, and was made free to the public.
CHAPTER XVIII.
SOUTH BOSTON 1804 TO 1830.
Area of South Boston at annexation - District surveyed and streets laid out - Increase in population in twenty-five years - Manufactories - Cains's glass works - Alger's foundry - Ship-building - Blocks and dwellings erected - War of 1812 a setback - Hotels - Burial place - First churches - First schools - John Hawes - City lands - Transportation to the city - First police patrol - Fires.
B RIGHT indeed were South Boston's prospects, after annexation to the progressive town of Boston, and soon steps were taken to im- prove the new section. Already about a dozen families were living there, and there was at least one building for manufacturing purposes.
South Boston, when annexed, comprised about 560 acres. This did not, of course, include what was known as Washington Village, as that remained a part of Dorchester until half a century later. For many years after the birth of South Boston, a milestone on Turnpike Street, just beyond Seventh Street, with "B" on one side and "D" on the other, marked the dividing line.
For many years in the vicinity of what is now Andrew Square, near the corner of Preble Street, was the toll house and gate. This was surrendered in 1852, as a free public way.
When the town of Boston consented to the proposed annexation of South Boston, it was provided that their selectmen should be allowed to lay out "all necessary streets, public squares and market places." They were evidently determined that South Boston, at least, should have regular, wide and commodious streets. It was further provided that the town should not be obliged to complete the streets thus laid out sooner than the selectmen might deem expedient.
Mr. Mather Withington, a leading surveyor of the town, was chosen to draw a plan for streets of South Boston. He was instructed to have them run north and south, with cross streets east and west. His plans completed, the selectmen of the town, February 1805, proceeded to lay out the streets. There was a slight difference between the origi- nal arrangement and the present.
Although it was several years before these thoroughfares were built up, the work of the town consisted merely in laying out the streets in the way they should be built upon.
The "Old Road" was named Dorchester Street, starting about where is now Ninth Street, extending east sixty-three degrees, not to the water's edge as at present, but to Broadway. This street was to be eighty feet wide.
I2I
HISTORY OF SOUTH BOSTON.
From the northerly end of Dorchester Street, a handsome avenue was marked out, intended as one of the finest streets in the town, named Broadway, and now the pride of our district. This was to run southerly 84 1-2 degrees east to the bay, and northerly 24 degrees west until it met the line of the Turnpike. This was also eighty feet wide.
To the north of Broadway and running parallel thereto, were laid out First, Second and Third Streets, although First Street extended only to what is now the foot of B Street, and Second Street ended at about D Street. These were each fifty feet wide and varying from 310 3-4 down to 220 feet distant from each other.
OLD TOLL-HOUSE ON THE TURNPIKE. (Still standing on Preb'e Street.)
To the south of Broadway, commencing and running westerly from Dorchester Street, were four streets, also parallel to Broadway, reaching to the Turnpike-Fourth, Fifth, Sixth and Seventh Streets, - about 250 feet from each other and the one nearest Broadway 276 feet therefrom.
To the east of Dorchester Street, south of Broadway there were also planned six streets, the same as the four on the westerly side of Broadway-Fourth, Fifth, Sixth and Seventh Streets, with Eighth and Ninth Streets added. These extended easterly to the water, but were broken by Dorchester Heights, some passing on the north and south sides and some traversing over and extending to the Point.
122
HISTORY OF SOUTH BOSTON.
Intersecting these, forming cross streets, six highways were planned between Dorchester Street and the Turnpike, beginning 500 feet from the Turnpike, and each at exact right angles with Broadway, all to be 500 feet apart, fifty feet wide, and reaching from the dividing line be- tween Dorchester and South Boston, northward to the bay.
Ten other streets, fifty feet wide, were laid out east of Broadway, at right angles with it, from 376 to 500 feet apart, all running from north to south, water to water. These six streets to the west and ten streets to the east of Broadway were to be designated by letters of the alphabet, A Street being the first from the Turnpike and Q Street near the water's edge, at the Point.
There were also two short streets near Dorchester Street, one parallel with the cross streets and named Old Harbor Street and the other at right angles, called Telegraph Street.
This was the original plan for the streets, but it was not carried out for many years afterward.
In 1809 certain additional streets were provided. Dorchester Street was continued north to the water and a change was made in the line of Fourth Street between Dorchester and G Streets.
The principal change in the 1809 plans was the laying out of addi- tional ways between those numerically named which in after years were built upon and now are named Dresser, Bolton, Athens, Silver, Gold, Bowen, Baxter and Tudor Streets. They were laid out twenty feet wide. Gardner Greene and thirty-seven other proprietors signed the deed appropriating lands for this purpose.
Before 1825, a large number of sales of land for dwelling pur- poses having been made, it was found that in selling, the proprietors had encroached upon the streets as laid out. Accordingly, in 1825, Mather Withington and S. P. Fuller were employed by the city to compare the plans and see what encroachments there were. The original plan of Mr. Withington had been lost, but he was employed by the mayor of Boston to make another drawing as near the original as possible. This latter drawing is now in the possession of the city.
On the completion of the North Free Bridge by the city, in 1828, a new street was opened from this bridge to the Dorchester Turnpike. Previous to this it was all marsh between the bridge and Broadway, but this was laid out from the bridge to the Dorchester line and named Turnpike Street.
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