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 26
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Captain Glawson resigned from the service early in 1900 and Captain Frank E. Hamilton was promoted from surfman at Chatham, Mass., to the command of the City Point Station. On May 1, 1900, the station took up its usual position in Dorchester Bay under his charge. Excellent work was performed that season as well as in pre- vious ones, and the station went out of commission in November of that year with an excellent record.
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HISTORY OF SOUTH BOSTON.
Again on May I of this year, 1901, the station went into commis- sion with Captain Hamilton in charge, and the usual excellent work is looked for and will undoubtedly be performed by the valiant crew.
From the time the station first made its appearance it was evident that the launches would not be able to offer proper assistance to the yachts in a heavy storm, and this became evident when attempts were made to rescue them from perilous positions. As a result a petition for a heavier launch was made.
Through the efforts of Congressman Henry F. Naphen and many others who had interested themselves in the matter, an appropriation for the purchase of a heavier launch was secured in 1900, and this was added to the equipment of the station that year. It is also anticipated that a search-light will soon be a feature, which, if secured, will be of great material aid in keeping a more thorough watch at night about the waters in the vicinity, and, if thus equipped, the station will not lack anything to aid the crew in its noble work of saving life.
Old Harbor, as the westerly end of Dorchester Bay is known, is a pretty body of water, and like Dorchester Bay itself is a favorite place for yachting and bathing, and during the summer months de- votees of each can be seen enjoying their particular pleasure.
The waters of Old Harbor are even more protected than those of Dorchester Bay, being surrounded on three sides by land as well as being a much smaller body of water. Being somewhat farther away from Boston Harbor it is not as much frequented as the bay itself.
On its shores was built the first public bath-house in the United States, and in razing the L Street bath-house, in the spring of 1901, to make way for the present commodious and artistic structure a small section of the original building, much altered in appearance and con- siderable the worse for wear was found, but was removed with the rest of the structure.
The entire length of Dorchester Bay and Old Harbor, from a point on Marine Park Pier to the foot of Kemp street is 8,000 feet or a little more than one mile and a half, and from the foot of L street to the pumping station grounds at the southeast end of Mt. Vernon Street, Dorchester, it measures about 4,800 feet in width or 480 feet short of a mile.
The "Neck" as the body of land connecting South Boston and Dor- chester was commonly called, is now seldom referred to by that name, this title having gradually died with the advent of Dorchester Turnpike (now Dorchester Avenue).
The entire "Neck" is a part of the southerly end of the Andrew Square district, formerly known as Washington Village. Time, the great transformer of all things, did not allow the "Neck" to remain un- changed for in past years its appearance has been very much altered.
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HISTORY OF SOUTH BOSTON.
Originally the land in this vicinity was very low and marshy, but with the building up of this section the greater part of it has been filled in, streets laid out, and many sections of it built upon. Besides this, the New York, New Haven and Hartford Railroad Company has con- structed its roadbed across a section of it and in many ways its appear- ance has been greatly changed.
From Andrew Square to Mt. Vernon Street, Dorchester, it measures about 1,600 feet, and its width on the boundary line between South Boston and Dorchester, which starts at South Bay near Howell Street, and terminates on the shores of Old Harbor near Mt. Vernon Street, is about 2,600 feet.
From the waterway bridge on Southampton Street to a point at the foot of Abbott Street it is 3,000 feet wide, this being its greatest width, while just north of this is the most narrow section, extending from the foot of Humboldt Place on the west to the foot of Jenkins Street on the east a distance of 1,800 feet.
Two large thoroughfares, Dorchester Avenue and Boston Street, run across the "Neck," being crossed by numerous intersecting streets. On the east Old Harbor washes its shores and on the west the waters of South Bay.
The " Neck," is the most southwesterly section of South Boston, and the boundary line between South Boston and Dorchester marks the extreme southwest point of the district.
West and southwest of the " Neck," separating South Boston from Roxbury and the city proper, are South Bay and Fort Point Channel, the western boundaries of South Boston.
South Bay is much smaller than it was originally, as large sections of it have been filled in, and it has been cut up by the construction of Southampton Street (formerly Swett Street) across it from east to west and the roadbeds of the Midland and Old Colony Divisions of the New York, New Haven & Hartford Railroad, the former running southwest from the South Boston yard and the latter south.
South of Southampton Street the entire width of the bay east and west is about 2100 feet ; from South Boston to the Midland Division roadbed about 1700 feet, and from Southampton Street to Massachusetts Avenue it is about 2000 feet.
From Southampton Street to a point where the bay and Fort Point Channel connect, south of Dover Street Bridge, it is 2400 feet. Its greatest width is from the foot of Dorr Street to a point directly oppo- site, the distance being about 3300 feet. Where the bay and channel connect it is 1200 feet wide.
As the bay is navigable for some distance, its shores are exten- sively lined with wharves where vessels of considerable size load and
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HISTORY OF SOUTH BOSTON.
unload cargoes, principally of coal, lumber, brick, cement and similar material.
Fort Point Channel, that connects South Bay with Boston Harbor, is a narrow winding body of water about 7000 feet in length, of various widths. Being navigable its entire length, it has many wharves along its shores.
One of Boston's earliest fortifications occupy a site in the vicinity of the present India Wharf, near which Fort Point Channel and Boston Harbor meet, which was known as the " Old Sconce," or South Bat- tery, and just back of it was another fortification on Fort Hill. Owing to the presence of these defences, this section was known as Fort Point and it was from this that the channel received its name.
At the present time no less than eight bridges span the channel, two of which are railroad bridges and the remaining six are parts of public thoroughfares connecting South Boston with various sections of the city proper.
Work is at present progressing on another - Cove Street Exten- tion Bridge - which will connect South Boston with the retail district of the city, and which was only secured after a bitter fight between the people and the New York, New Haven & Hartford Railroad.
From South Bay to Dover Street Bridge the channel is a little more than 1500 feet wide, and at the bridge it is about 400 feet wide. From here to Broadway Extension Bridge it is about 810 feet, with a width of 250 feet. Close to the Broadway Extension Bridge is a Railroad Emergency Bridge, and from there to the Roll-Lift Bridge it is 300 feet, the width being about 200 feet.
Between these two bridges the channel heads in a northeasterly direction as far as the Federal Street Bridge, at which point it heads almost east. From the Roll-Lift Bridge to Federal Street Bridge it is 200 feet and the width of the channel is about the same. It is between these two bridges that the work of putting in the piers and abutments for Cove Street Extension Bridge is progressing.
After passing Federal Street Bridge the channel heads almost north. Mt. Washington Avenue Bridge is next reached about 1100 feet beyond. The channel at this point is about 440 feet wide. Sum- mer Street Extension Bridge, about 1090 feet beyond, is next reached, the width of the channel being about 450 feet.
Still heading north Congress Street Bridge is reached, 450 feet from Summer Street Extension Bridge. The channel here is about 400 feet wide, and from here it expands on both sides until it ends about 1600 feet beyond where it connects with the waters of Boston Harbor.
CHAPTER II.
APPROACHES AND BRIDGES.
Various approaches - Congress Street and Summer Street Extension - Dorchester Avenue - Mount Washington Avenue-Cove Street Extension - Broadway Extension - Dover Street - Southampton Street - Boston Street - Dorchester Avenue - Co- lumbia Road. Thirty-five bridges in the district -Eight over Fort Point Channel - Smaller bridges over railroad tracks - Dover Street, Broadway Extension, Emergency, Roll-Lift, Federal Street, Mount Washington Avenue, Summer Street Extension, Congress Street, and Cove Street Extension Bridges - Castle Island Bridge.
S OUTH BOSTON'S close proximity to the city proper is greatly increased through the various wide avenues that form direct con- nections between the two. By means of these, South Boston, can be readily reached from almost any part of the city proper as they con- stitute direct routes, an advantage by no means general when the other districts of the city are considered.
Congress Street and Summer Street Extension give direct ap- proaches to South Boston on the northwest, allowing easy access to the great docks and freight terminal, as well as to the many warehouses and manufacturing places in their vicinity.
Dorchester Avenue is the most important of the various avenues of approach as it connects with every one of the avenues leading to South Boston as well as various streets in the district that terminate at this thoroughfare.
Mt. Washington Avenue is one of the latter, and, although it is not as important as many of the others, the building up of the Common- wealth Lands may in a few years place it in the foremost rank.
Dorchester Avenue enters the district over the Federal Street Bridge and, extending the entire length of it on the west, continues into Dorchester giving an approach to South Boston from that district also.
Cove Street Extension, now under construction, will give a direct thoroughfare from the heart of the city proper, the great retail district, to within a short distance of Broadway, the main artery of this district.
Broadway Extension, coming from the territory just south of the centre of the city, and connecting with many streets leading from the vicinity of Park Square, the Public Garden, Boston Common, Common- wealth Avenue and other places in this vicinity, forms another very important approach.
Dover Street, leading from the vicinity of the south end of the city, makes a direct connection with West Fourth Street, and thereby gives an uninterrupted route from this part of the city direct to the extreme end of City Point, passing through a thickly settled residential section of South Boston.
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HISTORY OF SOUTH BOSTON.
Southampton Street starts at the extreme south end of the city proper, and is close to the Roxbury boundary line. It enters South Boston at Andrew Square, from which point two of South Boston's most important thoroughfares, Dorchester Avenue and Dorchester Street diverge.
Boston Street leads from Edward Everett Square, Dorchester, where it connects with Massachusetts Avenue, Columbia Road, East Cottage Street and Pond Street, and also terminates at Andrew Square, where it connects with important thoroughfares leading to the various sections of South Boston.
Dorchester Avenue, as previously mentioned, crosses Andrew Square and extends from Dorchester, running almost parallel with Boston Street at this point.
Columbia Road connects with the Strandway, southeast of Andrew Square, and coming from Franklin Park and connecting with the Strandway, forms a continuous thoroughfare along the southerly water front of South Boston to Marine Park.
BRIDGES.
One of the most remarkable features of South Boston is the great number of bridges of various styles and purposes, scattered about its territory, particularly west of Dorchester Street.
In all there are thirty-five of these, of which twenty-nine are parts of public thoroughfares and the remaining six are railroad bridges connected with the Midland and Old Colony Divisions of the New York, New Haven & Hartford Railroad. Fort Point Channel is spanned by eight, as follows : Dover Street, Broadway Extension, Emergency, Roll-Lift, Federal Street, Mount Washington Avenue, Summer Street Extension and Congress Street Bridges. The Emergency and Roll- Lift are railroad bridges.
The tracks of the Midland Division, running through what is com- monly called " The Cut," a passageway beginning at West First Street and terminating at South Bay, about 18 feet below the level, necessi- tated the construction of ten bridges, all parts of public thoroughfares that pass over it, including West Second Street, Bolton Street, West Third Street, West Broadway, Silver Street, West Fourth Street, Gold Street, West Fifth Street and Dorchester Avenue. " The Cut" also passes beneath the roadbed of the Old Colony Division at Dorchester Avenue and over Dizzy Bridge at South Bay.
The present roadbed of the Old Colony Division passes over the tracks of the Midland Division, near Dorchester Avenue , as well as over D and E Streets and under Dorchester Street. The new roadbed of this division passes over the waterway bridge at South Bay and under Southampton Street, Boston Street and Dorchester Avenue Bridges.
The extension of Summer Street necessitated the construction of bridges over A, B and C Streets, and it connects with L Street by a bridge at that point over the "Reserved Channel." The bridge con-
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HISTORY OF SOUTH BOSTON.
necting Marine Park and Castle Island, the Summer Street Extension Bridge over the Midland Division tracks, the water-way bridge at Southampton Street, and the West Fourth Street Bridge, over Foundry Street. complete the list.
Of this number, Castle Island, L Street, Dizzy, Old Colony Division (waterway), Southampton Street (waterway), Congress Street, Summer Street Extension, Mt. Washington Avenue, Federal Street, Roll-Lift, Emergency, Broadway Extension, and Dover Street Bridges all span waterways. The bridges at D and E Streets are for railroad use alone, and the remainder, with the exception of the bridges on Summer Street Extension over A, B and C Streets and West Fourth Street Bridge (over Foundry Street), span railroad tracks, namely Summer Street Extension, West Second Street, Bolton Street, West Third Street, West Broadway, Silver Street, West Fourth Street, Gold Street, West Fifth Street, Dorchester Avenue, Old Colony Division (near Dorchester Avenue), Dorchester Street, Southampton Street, Boston Street and Dorchester Avenue (south of Andrew Square) Bridges. Sections of Broadway Extension and Dover Street Bridges span the tracks of the Old Colony Division. Roll-Lift, Emergency, Dizzy and the Old Colony Division (waterway) Bridges are for railroad use alone.
Of these many bridges, whether old or new, there is not one that has been brought to the attention of the public as frequently, or one that required as much legislation before it was finally obtained, as the one now under construction and which it is hoped will soon be added to the long list already mentioned - Cove Street Extension Bridge.
This bridge when completed will span Fort Point Channel between the Federal Street Bridge and the Roll-Lift Bridge and will also span the many tracks leading from the South Station, its terminals being Atlantic Avenue on the north, and Dorchester Avenue, near Foundry Street, on the south.
When the South Station was erected South Boston was deprived of its principal artery on the north connecting it with the city proper, Federal Street Immediately there was a great demand for a thorough- fare to take its place, and by an act of the legislature of 1897 such pro- vision was made. The Boston Terminal Company and others offered great objection to it, maintaining it would be an obstruction to navigation.
This corporation tried to have the act repealed, and, finding this impossible, it was brought to the attention of the War Department at Washington. Engineers were detailed to investigate the claims and reported unfavorably, and it appeared that the people would be unsuc- cessful in their efforts to obtain the thoroughfare.
In the meantime an indignation meeting was held by the people, and the South Boston Citizens' Association, with the Hon. John B. Martin at its head, demanded that the bridge be allowed. When the matter was brought to the attention of the War Department, Congress- man Henry F. Naphen took up the battle for the people.
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HISTORY OF SOUTH BOSTON.
On hearing the unfavorable report of the engineers he went to the Secretary of War, Elihu B. Root, and explained the true condition of affairs and the great neeessity and benefit the bridge would be, and as a result of his efforts another corps of engineers was appointed, who, upon examination, reported in favor of the bridge and permission was granted for its construction. It is now under way, and it is hoped that before long it will be completed and opened for use.
Of the many bridges, the eight spanning Fort Point Channel are the largest and most important.
The present Dover Street Bridge oeeupies the site of the first bridge that was built between South Boston and the city proper, the Boston South Bridge. It was originally a wooden pile bridge, built in 1805. It was rebuilt in 1858-59, and was again rebuilt in 1876. In 1893-94, upon the abolition of the grade erossing of the Old Colony Railroad, the present bridge was ereeted. It is an iron structure rest-
DOVER STREET BRIDGE.
ing on solid masonry piers and abutments, and is one of the best over the channel. It is of the turnstile type, having one draw opening, 37 feet 9 inches in width. It is operated by eleetrieity.
Broadway Extension Bridge was ereeted in 1869-71. It is an iron structure supported by iron uprights. In 1874-75, the draw and its foundations were rebuilt. In order to assure safety to electric car traffie it was strengthened in 1893 and the woodwork of the draw re- newed in 1896. It is a swing-bridge of the eentre pivot type, having one draw opening 43 feet 3 inches wide. It is now being rebuilt.
Emergeney Bridge, adjacent to Broadway Extension Bridge, was construeted in 1900-01. It is solely a railroad emergency bridge eon- strueted by the Boston Terminal Company to give ingress and egress to the South Station to trains on the various divisions, should trouble oeeur on either side of Fort Point Channel. The bridge is of the trestle style, built on wooden piles. It is of the end pivot swing type with one draw opening 43 feet 8 inches wide.
HISTORY OF SOUTH BOSTON.
28I
Roll-Lift Bridge is also exclusively for railroad purposes, and was constructed in conjunction with the South Station in 1898-99. It is a new type of bridge and is said to be the largest of its kind yet built.
Ro -Lı: Bridge. VIEW OF FORT POINT CHANNEL
Emergency Bridge.
It comprises three spans side by side, each carrying two sets of tracks. Each span works independently of the other. Each span at its north- erly end terminates in circular form on either side forming the rollers which are perforated at frequent intervals and which rest on steel trusses having large cogs which fit into the openings of the rollers as they move, thereby preventing slipping. Adjoining the rollers and extending some distance below them on the outside of the trusses are weighted sections that counter balance the weight of the span. When the span is in place, these weighted sections are in the air, and by releasing a lever, the great weight of the se is sufficient to raise the span which covers a quarter of a circle as it swings from the level to a vertical position leaving a water-way of 42 feet. Electrical power is required to close the FORMER OLD COLONY RAILROAD BRIDGE. (In use before the Roll-Lift Bridge.) bridge.
Federal Street Bridge occupies the site of the second bridge erected over Fort Point Channel known as the North Free Bridge and erected in 1826. It has been of great service and was several times rebuilt. In 1891-92 the present structure was built. It is constructed on wooden piling and is of the double retractile draw pattern. The draw
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HISTORY OF SOUTH BOSTON.
section is constructed of iron and spans a waterway of 41 feet 8 inches .. It is operated by electricity.
Mt. Washington Avenue Bridge is the oldest of the present bridges over the channel. It is a wooden pile bridge with an iron draw of the centre pivot type and is operated by hand power. It was built. in 1854 and rebuilt in 1870-71. It has two draw openings, that on the South Boston side being 42 feet 3 inches and that on the Boston side 42 feet 2 inches. Some repairs were made in the spring of 1901, ne- cessitated by a large steamer getting caught in the draw. The bridge is in poor condition at present, and the matter of rebuilding it is being delayed owing to the objections of the Boston Terminal Company. It
L Street, over Reserved Channel Summer Street Extension, over C Street FOUR SOUTH BOSTON BRIDGES.
Mount Washington Avenue. Federal Street.
is an important avenue and its value increases with the growth of Com- monwealth Lands, and for this reason should not be abolished.
Summer Street Extension Bridge is the most recent of the street bridges, having been constructed in 1899. It is“ a steel plate girder bridge resting on masonry piers and abutments with a double retractile draw having a clear channel way of 50 feet for the passage of vessels. A temporary steam plant was first installed and later the electrical appa ratus by which the bridge is now operated was placed in commission.
Congress Street Bridge is constructed on wooden piles, while the iron turn-table draw rests on a stone foundation. It was built in 1874- 75, and since that time has been repaired at various intervals. It is in poor condition at present, and this, coupled with the fact that it is one of the busiest bridges in the city, are responsible for the present agita-
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HISTORY OF SOUTH BOSTON.
tion for a new and more modern structure. There are two draw open- ings, the one on the South Boston side being 43 feet 9 inches wide and the one on the Boston side 43 feet 3 inches wide. The draw is operated by steam.
Of the other bridges, L Street, Castle Island and Summer Street Extension (over Midland Division tracks) are the most important.
L Street Bridge. is a wooden pile structure with an iron retractile draw and was built in 1892. It is of much importance connecting as it does L and Summer Streets and thereby giving a direct avenue to the
...
SUMMER STREET EXTENSION BRIDGE. (From roof of South Union Station.)
docks and freight houses on Commonwealth Lands. It spans " Reserved Channel," having one water-way 40 feet wide. The draw is operated by steam.
Castle Island Bridge is a temporary structure for foot passengers only. It is constructed on wooden piles and extends from Marine Park to Castle Island, having been built in 1892, after the National Government had granted the use of Castle Island for park purposes. It is furnished with a small wooden draw extending over a narrow channel so that the island can be cut off from the mainland at any time.
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HISTORY OF SOUTH BOSTON.
Summer Strect Extension Bridge (over the Midland Division tracks), is said to be one of the largest bridges of its kind in the country. It was constructed in 1899, in conjunction with the building of Summer Strcet Extension, which thoroughfarc was built to take the placc of Congress Street and thereby eliminate the Congress Street grade crossing. This bridge is 700 feet long, 19 feet above the track surface and spans 21 sets of tracks. It is divided into four sections, three of which are each 200 feet long and the other 100 feet long. The bridge is con- structed of steel and rests on solid masonry piers and abutments.
Athens Street Bridge is an iron structure, built in 1874. Bolton Street Bridge is of wood and was built in 1889. Gold Street Bridge
CONGRESS STREET BRIDGE. (From roof of South Union Station.)
was built in 1895 to replace a foot bridge erected in 1890. It is con- structed of iron. Dorchester Street Bridge was built in 1869. It is an iron structure and was repaired and put in condition in 1893. Southampton Street (waterway) is constructed of wood and was built in 1875. West Fourth Street Bridge was built in 1893-94 in conjunction with the elimination of the grade crossing of the Old Colony Railroad. It is an iron bridge extending from the end of Dover Street Bridge at the South Boston side to the easterly line of Foundry Street. Dorchester Avenue, Boston Street and Southampton Street Bridges were built in 1900-01, each being constructed of iron. A, B and C Street Bridges were constructed in 1899, cach being built of iron.
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