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 25
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HISTORY OF SOUTHI BOSTON.
Three of these, Hiram Vaughn of Company D, engineer corps, James Ryan and Peter Brennan were engaged in carting the mines to the south-casterly part of the island, at which place they were to be unloaded. The team carrying three of the mines struck a stone in the road, the mines collided, or from some similar cause the accident resulted. The three men were blown to atoms as were also the horse and wagon.
Sergt. Maurice McGrath, who was ordnance sergeant at the island at that time, was approaching the wagon when the accident occurred, but was some 200 feet away at the time. He was instantly killed, principally as a result of the terrific concussion, although there were marks upon his body indicating that he had been struck by flying missiles.
The reports of the explosion, as well as the shock, were heard and felt in Boston, while at places in closer proxim- ity, windows were broken, glass and china-ware demolished and other damage done. At the island itself, a large section of the massive granite wall near the southeast magazine, was completely torn out, the earth hurled high in the air and a great hole torn in the ground.
PORTION OF SEA WALL' DAMAGED BY PREMATURE EXPLOSION.
On investigation it was found that besides the three mines that were on the wagon, three barrels of the explosive had been discharged by the shock. No trace of the three unfortunate victims was ever found.
After the accident work was discontinued for some time as there was considerable opposition to its further continuance. Orders were finally sent from the authorities at Washington to take the remaining mines, of which there were twenty-eight, anchor them in the harbor a safe distance from the shore and discharge them.
Pursuant to this order the first of the remaining mines was set off January 21, 1899. January 25, five more were exploded ; February 3, four ; February 7, five ; and the remainder were blown up at different dates during the month of February.
One morning while this work was being performed the people of South Boston received a severe shock by learning that three mines were being tossed about by the waves on the beach at Marine Park. These mines had been anchored in the harbor the previous day and during the night a storm arose, and, breaking from their moorings, they were cast upon the beach. The truant mines were soon caught, however, towed back to their moorings and discharged.
261
HISTORY OF SOUTH BOSTON.
After the engineer corps had completed its work and the mines, cables, etc., been stored away in the casements of the fort, the govern- ment once more gave the control of the island over to the city and it was once more opened to the public as a part of Boston's park system.
It is an ideal place of recreation ; an attractive adjunct of the park system ; a place of inestimable public benefit ; unlimited in value as a pleasure resort for all.
Unmarred in its natural beauty, its grassy surface, its graceful old elms, and sloping beach are sought by thousands almost every day and evening during the summer months. The obsolete walled fort, its north and east batteries, the old fashioned cannon and mortars, the grass covered magazines and the high stacks of cannon balls all con- tribute to its attractiveness.
The old north landing and the many elevated points about the island offer excellent places of observation, including in their scope the upper harbor, the islands, the passing steamers, vessels and yachts, as well as an excellent view of the lower harbor.
It is the one spot in the entire park system that stands by itself,- a gem of nature unsurpassed, and a living memorial to our gallant fore- fathers. Thus it stands to-day wrapped in memories of stirring times, a reminder of true patriotism to coming generations.
James Hayes Born 1826; So. Boston, 1834. Ezra Harlow Born in So. Boston, 1827. Died 1901.
Thomas M. Spinney Born 1829 ; So. Boston, 1833. Lawrence Sullivan Born 1800 ; So. Boston, 1864.
William W. Wright Born in So. Boston, 1827. Anthony W. Bowden Born 1823 ; So. Boston, 1824.
John P. Quigley Born in So. Boston, 1834.
Thomas Grimes Born 1802 ; So. Boston, 1834.
Wm. Cains Born in So. Boston, 1814. James Burns Born 1827 So. Boston, 1837
Wm. S. Locke Born in So. Boston, 1826.
OLDEST SOUTH BOSTON RESIDENTS IN 1901.
SOUTH BOSTON OF THE PRESENT.
By EDWARD P. B. RANKIN.
INTRODUCTION.
Though South Boston has the distinction of being a part of one of the earliest settlements in New England, it was not until many years had elapsed, that its territory and location, as a residential and com- mercial place, were appreciated. As a result, other sections, many of which lacked the natural advantages possessed by this district, rapidly developed, while South Boston, then a part of Dorchester, remained nothing but a place of pasturage.
Thus conditions remained until its real worth finally attracted at- tention, and from that time forth its progress has been marvelous, its present excellent condition being conclusive evidence of this fact .:
Today South Boston is second to no district of Boston, its immense population and excellent thoroughfares, churches, schools, handsome residences, parks, docking facilities, business houses and manufacturing establishments as well as many other features, placing it in the fore- most rank.
Since it received the first impetus of its remarkable growth, which occurred about the time of its annexation to Boston, South Boston has undergone many changes, all of which have had a tendency to improve its territory and add to the conveniences of its ever increasing popu- lation.
Its many excellent thoroughfares and the manner in which they are laid out is a striking feature of South Boston. Its churches stand forth as evidence of the devotion of its great populace to the Almighty; its schools are indicative of a realization of the great benefits of education, and combined they prove conclusively the belief of the people in the great moral good that not only the present but future generations can derive from them.
Being so well supplied in this respect it is only natural that its people should be both law abiding and industrious, and they are. There are but few serious crimes and its court record is much smaller and less varied than other districts with much smaller populations.
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HISTORY OF SOUTH BOSTON.
Like all places of large populations its people represent almost all nationalities, whose occupations are as varied as their ages, but whether a representative of a profession or the occupant of a most menial position, with or without wealth, high or low in the social sphere, all are alike in their love of home life and their pride in the district they represent.
It is a natural sequence of industry, a consequence of frugality, that residences, from the stately and magnificent mansion, to the dim- inutive and unpretentious dwelling, should grow up in demonstration of such love and pride. For what other reason does man labor and save than to provide an abode, there to practice husbandry, enjoy the pleas- ures of a true home and the realization of an ideal life?
Shakespeare has said :
The sweat of industry would dry and die But for the end it works to.
This, therefore, is the key to South Boston's success from a busi- ness standpoint and the disclosing of the secret of its rapid increase in population. . Here was found employment, the powerful magnet of the industrious. The greater their numbers the more numerous the popu- lation, and the greater the population the more extensive the demand for the many products essential to life.
Industry, therefore, is extensively manifested throughout the dis- trict, including in its scope almost everything, from the well equipped factory, power-house, foundry and machine shop, shipping, railroad traffic and construction in its various forms and the wholesale and retail trade in its multitude of branches, down to the diminutive variety store and the various lesser but very necessary trades.
It has been said that industry alone is capable of a true realization of recreation. Parks, playgrounds, bathing places and gymnasia throughout South Boston indicate that this is so, and in turn, the crowds that patronize them are demonstrative of industry.
Enclosed in its boundaries South Boston holds historic Dorchester Heights as a lasting reminder of those who were responsible for its being today and as a tribute to true patriotism.
Religious devotion, patriotism, education and industry, therefore, are the chief attributes to which South Boston owes its successes of the past that have given it its present prominence, and it is to these that it looks for continued prosperity and greater importance in the future, as the best is yet to be.
CHAPTER I.
NORTH, EAST, SOUTH AND WEST.
The unnamed body of water and Reserved Channel - Pleasure Bay - Castle Island - Thompson's Island - Artificial Island - Dorchester Bay - The Fleet -City Point Life Saving Station, U.S.L.S.S. - Old Harbor and " The Neck " -South Bay - Its dimensions south of Southampton street - Dimensions north of Southampton street - Fort Point Channel - Its course and various widths in the vicinity of the several bridges that span it.
L IKE Boston in its early days, South Boston is a peninsula con- nected with the mainland, on the southwest, by a narrow strip of marshy land which in recent years has been widened to a consid- erable extent and largely built upon.
As it is so nearly an island, its outline can best be observed by water. On the north, it is bounded by Boston Harbor ; on the east, by Pleasure Bay ; on the south, by Dorchester Bay, Old Harbor and Dor- chester, and on the west, by South Bay and Fort Point Channel.
Starting ftom its northernmost point, but a short distance from where the waters of Boston Harbor and Fort Point Channel meet, a northeasterly course is followed until the main channel is reached, and then a southeasterly course is pursued. Near E Street, and between that and East First Streets, the first irregularity appears in the form of a small harbor.
It was through the advent of the Commonwealth Lands that this unnamed body of water came into existence, and later it was made more distinct and separate from Boston Harbor through the connecting of L and Congress Streets (now Summer Street) which necessitated the building of a bridge with a draw, to give proper access for vessels by way of the " Reserved Channel."
Being about 2200 feet long and 1900 feet wide, with a good depth and easy to approach, this body of water is of considerable value from a shipping standpoint and along its shores are many wharves accessable to ships of considerable size.
" Reserved Channel " has its origin in this body of water. It is a course 400 feet wide and begins at E street, including in its width Claflin and Danby streets. It extends east and then southeast, and then east again into Boston Harbor, finally connecting with the main channel off Castle Island.
At Marine Park the coastline of the north shore terminates, but a bridge extends from the park to Castle Island, spanning Pleasure Bay, the eastern boundary of South Boston.
Pleasure Bay but a few years ago was a straight body of water
266
HISTORY OF SOUTH BOSTON.
running from north to south, between South Boston and Castle Island, uniting Boston Harbor and Dorchester Bay, but being shallow for the most part, and containing a great amount of sea growth, it was practi- cally useless as a waterway for craft of any great depth.
When Marine Park was laid out this body of water was encroached upon to a considerable extent and the shore-line took the form of a per- fect crescent. With the advent of Marine Park Pier a few years later and the construction of Castle Island Bridge, connecting the island with Marine Park, this water was enclosed with the exception of a space at the southeast where there is an entrance about 1600 feet wide, measur- ing from the extreme southerly point of Castle Island to Artificial Island at the end of Marine Park Pier.
MARINE PARK AND PLEASURE BAY, WITH BRIDGE TO CASTLE ISLAND. (Looking Northeast from Q Street and East Broadway )
The extreme width of Pleasure Bay, from Marine Park to Castle Island, is about 2900 feet, and from the draw of Castle Island bridge to a point on Marine Park Pier it measures 3400 feet.
Being so well protected it is an excellent place of anchorage for pleasure craft and a considerable fleet can be seen here during the sum- mer months, particularly at the southerly end where the water is of great depth.
Up to the latter part of 1900 a small boat landing occupied a site on Marine Park, on the shore of the bay, and from this point to Castle Island launches made trips, the round fare being ten cents. The pres- ent Public Landing was then built on the Strandway, adjacent to Marine Park, and the launches now make trips from this point to the island and Squantum.
267
IIISTORY OF SOUTH BOSTON.
Castle Island is an attractive place and one of the most historic within the confines of Boston. It is a little more than half a mile east of South Boston and about a mile south of Governors' Island, being separated from it by the main channel in Boston Harbor. Its complete history is told in a preceding chapter.
Thompson's Island, southeast of South Boston, though having no connection with it at the present time, figured in its early history to some extent, as both were parts of Dorchester.
It is a fertile piece of ground containing about 140 acres, about one mile long from northeast to southwest and about one-third of a mile in width. It is about one mile and a quarter south of Castle
MARINE PARK AND PLEASURE BAY SHOWING FARRAGUT STATUE. (Looking Southeast from Q Street and East Broadway.)
Island and two miles southeast of South Boston and is separated from both by Mussel Bank Shoal.
This island was purchased in 1834 for $6,000 by the proprietors of the Boston Farm School and a building 105 by 36 feet with a central projection, 39 by 25 feet, was immediately erected and various other improvements made.
On March 5, 1835, this institution united with the Boston Asylum for Indigent Boys, and became known as the Boston Asylum and Farm School for Indigent Boys. Charles H. Bradley is the present superin- tendent, and under his care the boys are taught various trades to fit them for future years.
Artificial Island, at the extreme end of Marine Park, was construc- ted in conjunction with the pier itself, the idea as planned being to erect a pavilion and observatory there.
At a considerable cost the granite retaining walls were erected, and
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HISTORY OF SOUTH BOSTON.
as the work progressed the filling in process kept pace with it so that when the walls finally rose above the water they enclosed a small body of land.
It was found during the work of construction that both the walls and filling kept sinking so that when the island was finally completed it was thought best to allow matters to rest until both wall and earth had fully settled before further steps were taken.
FARM CLASS AND TEAMS
SLOYD CLASS, PAINTERS & PRINTER-
1
UNLOADING FHEIGHT.
SLOYD ROOM
FARM SCHOOL ON THOMPSON'S ISLAND,
As the island is still sinking and there is little indication of a firm foundation ever being obtained the original scheme has been abandoned.
DORCHESTER BAY.
After rounding Artificial Island at the end of Marine Park Pier, Dorchester Bay in all its beauty is revealed, with its broad expanse of smooth and navigable waters, its pretty and attractive boundaries and surroundings, its magnificent and extensive pleasure fleet unrivalled in
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HISTORY OF SOUTH BOSTON.
size on the Atlantic coast, its life-saving station, Old Harbor, as its westerly end is called, and, beyond, its circling shore line, just dis- tinguishable, all seeming to catch the eye at once and presenting in combined form a panorama of exceptional interest and beauty.
Dorchester Bay is known along the entire Atlantic coast for its prominence as a yachting centre, its excellence as a safe harbor, and for the size, variety and beauty of its pleasure fleet.
The bay has two arms, one reaching southwest and the other directly west, the latter including Old Harbor, forming the southerly boundary
FLEET OF YACHTS IN DORCHESTER BAY.
of South Boston, and also washing its shores on the southeast. The widest part of the bay is at its entrance, from which point the two branches diverge. The narrowest part is the westerly end and known as Old Harbor.
Like Pleasure Bay, Dorchester Bay has been encroached upon to some extent in recent years through the advent of the Strandway, but this has only tended to beautify its shore line which has been properly graded along its entire length except from O street to Marine Park, where an artistic and staunch granite retaining wall, surmounted by an iron fence, has been erected.
Along the shore are seen the several handsome yacht clubs, while off
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HISTORY OF SOUTH BOSTON.
South Boston Yacht Club.
Boston Yacht Club. Puritan Canoe Club. Columbia Yacht Club. YACHT CLUBS ON SOUTH SHORE OF SOUTH BOSTON.
Com. Doherty's " Early Dawn 1
shore, in the vicinity of these buildings, the boats of the fleet, some anchored and others sailing back and forth, are seen and in such numbers as to attract general attention. Not all are sailing craft, for in its variety the fleet includes almost every style of boat used for pleasure, from the little naptha launch to handsome sloop yachts and schooners of a considerable size, making the fleet un. equalled in number on the Atlantic seaboard and only surpassed in value by the fleet at Newport, R. I.
So extensive is yachting here that much attention is given the bay and Old Harbor to keep them in proper condition and they are frequently dredged. Besides this a public land- ing has been constructed at the foot of Q street, ad- jacent to Marine Park. The most attractive feat- ure as well as the most useful is the life-saving station which was estab- lished in the bay for the protection of the yachting enthusiasts as well as for the safety of bathers.
The station occupies a position about midway be- tween Marine Park and Thompson's Island and is in commission each year from May I, until Novem- ber 15, during which time a constant watch is main- tained.
27I
HISTORY OF SOUTH BOSTON.
CITY POINT LIFE-SAVING STATION, U. S. L. S. S.
Previous to the advent of the City Point Life-Saving Station the an- nual loss of life in Dorchester and Pleasure bays and Old Harbor was gradually on the increase, and with the activity in yachting circles, the great addition to the fleet and the improved and additional bathing facilities at Marine Park and the Strandway, the number of deaths caused by drowning reached such an alarming figure that a life-saving station was no longer looked upon as a benefit merely, but as a necessity.
T
The Station
Captain Hamilton and Crew.
Steam Launch "Relief.
Naptha Launches.
Stern and Harbor.
DORCHESTER BAY LIFE SAVING STATION U. S. L. S. S.
Attention was forcibly called to the necessity of a station through the loss of forty lives, from 1890 to 1894 inclusive, and Mr. John J. Toomey, aided by Ex-Representative Charles J. Chance, secured many hundred names to a petition which was sent to Washington. They had prev- iously appealed in vain, to the city and state. Congressman Michael J. McEttrick introduced a bill in Congress which was finally passed and the station secured.
As it was felt that close proximity to the fleet would be an able factor in assisting the crew of the station, both in saving life and render- ing assistance to sailing craft, it was decided to construct a station on a
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HISTORY OF SOUTH BOSTON.
new plan, and this, the first of its kind in the United States for salt water service was the result. It was the idea of General Superinten- dent S. I. Kimball of the life saving service, to whom much praise is due for the great interest manifested.
An appropriation of $7,000 was made for the construction of the station itself, and in a short time the strange craft was growing under the hands of workmen at Palmer's shipyard at Noank, Conn., and for fifty days the work progressed, at the end of which time the station was completed, and towed from Noank, Conn., to Boston, and on its arrival Sunday, August 3, 1896, was moored to Loring's wharf to await fitting out.
It is needless to say that the station, being an innovation, attracted much attention. Visitors saw it as it is today, except for the doors, which were afterward cut on each side of the harbor room.
Its form is that of a huge flat iron, the forward end, or bow, coming to a point, while the rear or stern is cut off short. It is 100 feet long, 33 feet beam, 6 feet deep and draws about two feet of water, and is a double deck affair, the upper deck being about 15 feet above the waterline.
The feature of the station is the harbor at the stern, or what might be called the main entrance to the station. This harbor in which the two naptha launches of the station are kept, is formed by having an opening 30 feet long and 17 feet wide, cut from the stern directly into the centre of the station, leaving on three sides about eight feet of deck room, while the entire harbor is sheltered by the upper deck, which extends to the end of the station.
From the harbor, or launch room, a hallway extends the entire length of the station, off of which are several rooms; on the left is the kitchen, dining room and the crew's quarters, and on the right the captain's office, his bed room and the store room, the space at the bow being devoted to the windlass and anchors with which the station is held in position.
Leading from this hallway on the right is a small flight of stairs to the upper deck, and in addition to this are the two other flights, leading from the harbor room, one on the port and one on the starboard side. The upper deck is completely clear with the exception of a lookout, which sets about thirty feet from the bow in the centre of the deck, with a flight of steps leading to it. It is surrounded by a railing and is connected with the launch room and the captain's room by speaking tubes.
Rising from the deck is a flagpole, upon which the national em- blem is displayed during the day and a lantern at night. At the stern, on huge davits, hangs the heavy surf boat, in a position to be lowered at an instant's notice. Davits on the port and starboard sides hold smaller boats. In the harbor are the launches, one of which is twenty- eight feet, with a speed of ten knots, and the other twenty-five feet in length, with a speed of eight knots.
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HISTORY OF SOUTH BOSTON.
A steam launch, purchased in 1900 after many years agitation, completes the equipment. With all these it will be seen that the sta- tion is in condition to perform almost any service required of it.
Captain Healy of Calhoun's Hollow was the first captain appointed to the command of the station. He took charge of the fitting out, which work was not completed until October, 1896. On the 18th of that month the station was towed from the wharf and anchored for the first time in Dorchester Bay, about half a mile from the pier. As it was late in the season the station remained in commission only a few weeks and was then towed to its winter berth near Chelsea Bridge.
With the opening of the yachting season the following year, 1897, orders were received from Washington directing that the station go into commission May I, and it was accordingly towed to its former position in Dorchester Bay where it remained until November 15th, doing ex- cellent service.
Captain Healy had, in the meantime, been succeeded by Captain Eldred C. Glawson. He proved to be the right man in the right place and with the able assistance of his faithful and capable crew excellent work was performed.
The record for that season shows that assistance was rendered 115 yachts and other craft ; twenty-three persons were rescued from drown- ing ; assistance was rendered 131 persons ; and six persons were res- cued from drowning at the bathing beach at Marine Park.
But one life was sacrificed that year, the scene of the fatality being Pleasure Bay, and, as the iron pier obstructed the view of that body of water, the accident which resulted in this loss of life was not visible from the station. It was this accident that resulted in the introduction of a signal service at Marine Park by which anyone at the park can, in case of accident, notify the station.
Again, on May 1, 1898, and still under command of Captain Eldred C. Glawson, the station began another season, at the close of which the report showed but two lives lost ; nineteen persons had been rescued from drowning ; 129 persons rendered assistance, and fifty-eight boats, their value estimated at about $40,000, were saved from destruction.
In 1899 the station again went into commission with Captain Glawson in charge, and during that season, as in the previous ones, its record was excellent, thirty-three persons were rescued from drowning ; 183 rendered assistance ; ninety-seven boats, valued at $63,285, as- sisted ; and forty-nine persons taken from the water and given treatment at the station.
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