USA > Massachusetts > Norfolk County > Quincy > History of old Braintree and Quincy : with a sketch of Randolph and Holbrook > Part 8
USA > Massachusetts > Norfolk County > Braintree > History of old Braintree and Quincy : with a sketch of Randolph and Holbrook > Part 8
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" We find that in 1641, June 2d, a committee was chosen, consisting of Mr. John Glover and Humphrey Atherton, who were authorized to lay out a public highway. After having viewed the premises and decided upon its location, they reported their decision to the town. Their report not being satisfactory to its inhabitants, another committee was appointed the 7th of October, 1641, con- sisting of Mr. Peck, Mr. Parker, Goodman Bate and Stephen Paine, who were instructed to view the way and certify the same to the General Court. Their effort, it appears, to relieve the public of this vexatious question, was unsatis- factory, as in 1643 Mr. Parker, Mr. John Glover, and Goodman Bate were re- appointed to settle this highway at Braintree. Their results, it seems, were not agreeable to the wishes of the town, as in September, 1643, a committee of the
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INCORPORATION OF QUINCY.
by passing over the canal (then a brook) on stepping-stones. South street led to Knight's Neck and Bent's Point. Sea street was at a very early period laid out one-and-a-half rods wide to Germantown and Hongh's Neck. Gates and bars obstructed this road for a long time. After long contentions for years in town meetings, these gates and bars were removed in 1808, by a mutual agreement of the town and all parties concerned. This was brought about by the untiring exertions of the Hon. Thomas Greenleaf.
Miller's stile, so-called, connected Elm street with Sea (now Canal), and was laid out as early as 1655, viz :-
"11th, 12th m., 1655. Upon the same day there is laid out a
town made the following report in opposition to the report made by the commit- tee appointed by the General Court, viz :-
" It is conceived by those that are appointed to lay out the way between Weymouth and Braintree, that the way without the ffields at Monatient is con- ceived to be nearer and more comfortable, and not so troublesome to the country in regard to putting up and down the rayles, neth'r will so much damage re- dound to the inhabitants in regard of spoyling their corn, as formerly it hath been.
" MOSES PAINE, ROBERT MARTIN,
EDWARD B., X MARTIN SANDERS."
Mass. Rec., Vol. II., p. 40.
"This question continued to be agitated until 1648, when the matter was finally agreed upon and settled by the following committee, viz :-
" Agreed this 25th, 12th month, 1648, between Thomas Holbrook, Henry Kingman and Nathaniel Adams, a committee of Waymonth, and Stephen Kingsly and Samnel Bass, a committee of Braintree, for laying out of the high- way for the country from Waymouth to Dorchester, that the said country high- way shall lye the pr[ent] wonted highway from Waymouth to Braintree meeting house, four rods wide; and whereas at the said meeting-house the way cannot be conveniently had at one end thereof, we appoint the said way to run so as to be two rods at one end of the said meeting-house, and two rods at the other end, and so to fall at foure rods againe at a markt stump a little beyond the said meeting-house; and so that breadth to a stump of a tree neer Henry Neale's house; and thence be carried the said breadth to the lot called Hudson's lot, rectifying the way wh'ch now is by takeing it of through severall necks, as we have markt the same ont; and through the said Hudson's lot the same breadth to the hill going downe towards the brooke; and thence till tenn poles beyond the brooke, six poles wide; and then to lye foure rod wyde unto Dorchester bounds, and all as we have already set out the same by severall marks for that purpose. And this we p'sent to the honored Co'rte, to be recorded for the country highway forever. Consented to."-Mass. Col. Rec., Vol. II., p. 271.
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INCORPORATION OF QUINCY.
foot-way to by from the rock by George Ruggles, straight over the fresh brook in the convenientest place, and so straight along by the foreside of Francis Elliott's barn, and so straight over his lot in the convenientest place, and so to the end of the highway that goes up by Mr. Flynt's."
A zig-zag sort of a way to Squantum,1 which was closed when the Neponset Turnpike was opened.
Common street in West Quincy, and a few cart-paths into the North and South Commons, were all the remaining thorough- fares of any account at the time the town was incorporated.
At that time scarcely fifteen hundred people travelled to and from Quincy and Boston ; now the railroad conveys more than half a million passengers.
At the beginning of this century the business interests of the eastern and southeastern parts of the State demanded a more direct and shorter route to Boston. To accomplish this, in 1802, Benjamin Beale, Moses Black, John Davis, John Billings, and Josiah Quincy petitioned the Legislature for an act of incorpora- tion to build a bridge over and across the Neponset river, from Preston's point in Dorchester (now Ward twenty-four, Boston,) to Billings' Rock in the town of Quincy,2 which act was granted
1. Previous to the incorporation of the Neponset Turnpike, the Farms road, as it was always called at that time, commenced at President's bridge, on Adams street, and ran in an easterly direction; then turned at a right angle, crossed the brook, and went up the hill on the ridge on the easterly side of the turnpike, where the remains of said road may still be seen; then crossed to the westerly side, passing over the land on which the house of the late Nathaniel M. Bean, on Hancock street, now stands; then turned a right angle near where the Horse Railroad stables formerly stood; thence passing in a straight course towards the Bay until it came to Mr. Quincy's land; then turning a right angle again, passing by Mr. Quincy's gate, and crossing the turnpike, passed the northeast end of the swamp, crossing Stand Brook and passing the house of Dr. Wilson, which has been taken down, but was located nearly opposite the house of Edmund B. Taylor, near the swamp, and also the house now in pos- session of the heirs of John Glover; then came into the road leading from Squantum to Milton.
2. This note relates to the several bridges and ferries that have been estab- lished, as a communication between Quincy and Dorchester, over Neponset river. Also the first ferry over Monatiqnot river.
We find that the first effort to establish a ferry over Neponset river, for the purpose of opening communication between Boston and the Mount, was Sep-
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INCORPORATION OF QUINCY.
March 11th, 1802. The former petitioners of the "Neponsite Bridge Corporation," not being satisfied with the location of the bridge under their act of incorporation, sent a second petition to the Legislature in 1803, to have the location changed, and that
tember 3d, 1635. The General Court ordered that John Holland should keep a ferry between Capt. Poynte, now Commercial Point, and Mr. Newberry's Creek, now Billings Creek. " He was to receive four pence for each passenger, and threepence if there were two or more." This, not being a paying business, and as Mr. Holland could do better at navigation he soon gave it up. One hundred and sixty-seven years after, the Neponset Bridge Company received a charter to construct a bridge in the same place, but as we have before stated, it was changed to its present location.
This Ferry having been given up, the General Court the 6th of September, 1638, ordered that another one should be opened, and appointed Bray Wilkins to act as ferryman; under the direction of Mr. Stoughton and Mr. Glover, he was to receive one penny a person.
This ancient ferry was from the ridge in Quincy to Sling Point in Dorchester, about half way between the Neponset and Granite bridges. Afterwards Penny Ferry was in the same vicinity, the relies of which can be seen to this day .- The following statement in reference to Penny Ferry, is taken from the Quincy Patriot, December 25th, 1875 :
"In 1823, ex-President John Adams was asked whether Judge Edmund Quincy of Braintree, went to Boston over Milton Hill ? He replied, 'No, Judge Quiney would have thought it unsafe to venture as far inland as Milton Hill, for fear of the Indians; he was accustomed to go to Boston by the way of Penny's Ferry;'-a ferry so called because passengers paid a penny a piece to be rowed over the Neponset."
At what time Penny ferry was discontinued, we have not been able to find out; in all probability its business was of an occasional nature, and it must have proved a financial failure, as being located over a tidal river, it would de- lay travellers more or less in waiting for the tide to get at its proper height to ferry them across. It would have been as convenient, if not more so, to have taken the regular road over the bridge at Milton Mills to Boston.
This ferry, while it existed, was evidently a continuation of Glover's Ferry.
In 1648, it was ordered that no ferryman should be compelled to put out his boat until the ferryage was paid, and that the ferryman might refuse any Wam- pum not "stringed," or unmerchantable.
This year, 1648, the Court was informed that no ferry existed for the accom- modation of the public to cross the Neponset river, and issued the following order:
" May, 1648. Vppon certayne informatio ginen to this Court that there is no ferrie kept ouer Neponset River betweene Porchester and Brauntry, whereby all that are to passe that way are enforced to head the riuer, to the great preju- dice of those townes thereabouts, and that there yet appeares no ma that will keepe it vnless he may be accommodated with hous, land and a boat, at the .
charge of the country, its therefore ordered by the authoritie of this court,
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INCORPORATION OF QUINCY.
they might be authorized to construct a bridge across the Ne- ponset river at a place called Horse Hommock, in said town of Quincy, and to lay out and make a road from the meeting-house in Quincy (this meeting-house is now the Stone Temple) to said bridge.
The Legislature, after due consideration, was of an opinion that this change would better facilitate and accommodate the public travel. In accordance with these views, they granted the "Neponset Bridge Company " a new charter, changing the loca-
that Mr. Jon Glour shall and hereby hath full powre giuen him, either to graunt it to any p'son or p'sons for the terme of 7 years, so it be not chargable to the country, or else to take it to himselfe and his heires as his owne inheritane for ever, p'vided that it be kept in such a place and at such a price as may be most convenient for the country and pleasinge to the gennall court."- Mass. Rec., Vol. III., p. 128.
The first mention of a bridge over the Neponset river was in 1652, when the town of Dorchester was fined five pounds for not erecting a bridge over this river, and the fine was to be remitted provided the bridge was built according to law within three months.
The Court ordered that as the river bed was hard and passable for horse and cart, that Mrs. Stoughton might be discharged by making a good foot bridge with a "good rayle."
This bridge was cheaply constructed and of a temporary nature, as three years after, in 1655, a complaint was made to the court that this bridge was wholly ruined and unsafe for public travel.
"23d May, 1655. This Court having ordered that all bridges in country high- wayes, as need shall be, shall, from time to time, be made and mayntayned by each county in which they are, and that the bridge at Neponsit Riuer is wholely ruined and that there is, as is aleaged, a necessity of a eart bridge ouer that riuer in some place neere Mrs. Stoughton's mill, which, if deferred, cannot be made vp before winter which, if it should not be, would be very dangerous to man and beast, it is therefore ordered, that Capt. Luchas, Capt. Savage, Mr. Collicott, Mr. Wm. Parkes, Thomas Dyer and Deacon Bass, or the major p't of them, are appoynted a committee to consider and determine whether to erect a bridge there, and if so, then to agree with workmen for the same, and to returne the same to the next County Court, who shall p'portion the charg ac- cording to law."-Mass. Rec., Vol. III., p. 376.
This was the original County bridge, over which the old Plymouth turnpike passed, and was the principal thoroughfare to Boston before the Neponset turnpike was established.
The rapid increase of the stone business had so multiplied and increased the inhabitants of West Quiney and East Milton, that they demanded a more con- venient and direct communication with Boston than the old way, and to re- lieve this urgent necessity, the General Court granted a charter for a new bridge
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INCORPORATION OF QUINCY.
tion from Preston's Point, now Commercial Point, to Horse Hommock, as the prayer of the petitioners desired.
The company then made satisfactory arrangements with the town in reference to the old way to Squantum, they permitting them to take whatever portion of the old road that was needed to complete the new. From that time to this it has been the principal thoroughfare to Boston.
The cost of this turnpike and bridge, as reported to the State, was $34,000, including all land purchases. The amount of receipts from October 28th, 1803, to December 31st, 1841, was $197,878; disbursements in the same given period, $52,606; making the balance of net proceeds, $145,272. A very good re- turn to the stockholders of this successful turnpike corporation.
The State enacted a law, May 26th, 1857, for the County Commissioners to lay out the Neponset and Weymouth turn- pikes, for the purpose of having them opened to the public as free and common highways.
The Braintree and Weymouth Turnpike Company received their act of incorporation March 4th, 1803.
The Quincy and Hingham Bridge and Turnpike Corporation was incorporated March 5th, 1808, but was not opened until about 1812.
These turnpikes demanded toll of all who passed over them, which made travelling to and from Boston quite expensive.
When the Old Colony Railroad was established it seriously interfered with the financial income of the Turnpike Corpora- tions, so much so that several years after the railroad had been in operation they were dissolved.
In 1845 the Old Colony Railroad was opened for general business, which greatly changed the social and material character
over Neponset River, which was constructed in 1836, and called the Granite Bridge, although built of wood.
This ferry was the first communication established between Weymouth and Braintree over the Monatiquot river. As early as 1635, a ferry was estab- lished between Weymouth and Braintree, viz :- " Thomas Applegate was li- censed to keepe a fferey betwixte Wessaguscus and Mount Wollaston, for which hee is to have 1d for every p'son and 3d a horse."
This ferry was at East Braintree, and connected with the old road over Penn's Hill.
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INCORPORATION OF QUINCY.
and interests of the town. The effort to locate the terminus of this railroad in Quincy, by some of her progressive citizens, was not accomplished; as an opposition, influenced by the livery- stable keepers and the proprietors of the stage coach line, was too powerful and voted it down. It is somewhat amusing to see how great and important improvements are defeated by such fallacious and sophisticated arguments as were used on this occa- sion. The whole sum and substance of their reasoning was : That there would be no further use for horses, and the business of the town would be ruined. There has seldom, if ever, been a time, since the Old Colony Railroad was established, that there has not been a greater demand for horses than before this impor- tant improvement was contemplated. Real estate has rapidly advanced in value, rents are higher, stores have increased in number, and the population of the town has nearly trebled.
In 1855, James Bradford, Isaiah G. Whiton, Hiram Prior, Naaman B. Holmes, Levi W. Moody, and George Thomas, re- ceived an act of incorporation as the Quincy Point and German- town Ferry Company, with a capital of twenty-five thousand dollars, to run between Quincy Point and Germantown. This ferry was established soon after the above gentlemen received their act of incorporation. After a few years, not proving . a financial success, it was discontinued.
A few public-spirited persons of the town, Wm. S. Morton, John J. Glover, and Robert B. Leuchars, petitioned the Legisla- ture for an act of incorporation to establish a Horse Railroad. The company was granted an act of incorporation February 15th, 1861. This road was soon constructed, and extended from the foot of Penn's Hill to Field's Corner, in Ward twenty-four, Boston. At this place it connected with the Metropolitan Railroad. This was a cheap and pleasant method of conveyance for our citizens, between this town and the city, and a great convenience in getting to various parts of the town on the line of the road.
The company purchased two steam or dummy engines at great expense, which proved successful as far as locomotion was con- cerned. The expense of running these was so much greater than horse power, that they were finally abandoned. This was
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INCORPORATION OF QUINCY.
a costly experiment for the company, which caused them to be- come embarrassed, and finally to discontinue the road. Up to the time of this unfortunate experiment they had transacted a very successful business.
In 1854, Henry H. Faxon, John Faxon, and Robert Morse received an act of incorporation, by the name of the Quiney Gas-Light Company, with the privilege of holding real estate to the amount of one hundred thousand dollars, and the whole capital stock not to exceed one hundred and fifty thousand dollars. This attempt to establish a gas company in Quincy, from various causes, proved a failure. Subsequently another effort was made by the following gentlemen, which proved more successful :
Daniel P. Nye, F. M. Johnson, and Eleazer Frederick, in 1860, applied to the Legislature for an aet of incorporation for the purpose of manufacturing and selling of gas in the town of Quiney.
This company was incorporated February 24th, 1860, by the name of the Citizens' Gas-Light Company. At first, some time was spent in experimenting with different materials, to see if gas could be manufactured cheaper or better than by the ordinary method of production from coal. It was found that it could not be more economically produced, and the old system of making gas had to be adopted. The streets were soon piped, and the citizens of the town then had the pleasure of lighting their com- fortable homes with gas. The streets were not lighted until seven years after the company was established. In 1867 the town agreed to pay for the gas and lighting of the street lamps for every person who would erect a lamp-post and lantern at their own expense, at certain distances apart. As lighting the streets with coal gas had become quite expensive, the town, in 1874, to try the experiment in cheapening this light, had the street lamps lighted with naptha gas, which was continued for two years, when the Gas-Light Company reduced their prices, and June 9th, 1876, lighting the streets with coal gas was resumed.
The first action taken by the inhabitants of old Braintree for her protection from the ravages of fire was in 1641, 10th month,
11
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INCORPORATION OF QUINCY.
19th day, when the following persons assembled in town meet- ing :- Samuel Bass, John Albee, Stephen Kinsly, Martin Sanders, Thomas Matson, Thomas Flatman, and Peter Brackett. At this meeting they passed an order that every householder in the town should, by the first day of March, have a ladder to stand up against the chimney of his house, to secure them and the town from fire. In neglect of this order they were to pay such a pen- alty as the town might impose on them.
Immediately after the separation of the town from Braintree, its citizens formed a Fire Association, for the mutual protection of each other's property from the devastations of fire. They were provided with the primitive fire apparatus of the times ; buckets, ladders and fire-hooks. This was the first organized voluntary fire department in Quincy.
This Association, during the war of 1812, found their facilities for extinguishing fires rather limited, and behind the times. To improve their condition they, by voluntary subscription, pur- chased a hand engine of the most improved construction for that day.
This engine was without suction, and to make it effectual it became necessary to form a bucket company, for the purpose of supplying it with water at fires, by forming a line to the source of supply. At times it was found impossible to form a line, owing to the distance of the fire from the supply of water; then the engine had to be taken to the water, filled, drawn back to the fire, and pumped out, this process being repeated until the fire was extinguished.
This was the first fire-engine owned in town. It was called the Columbia, and located on Hancock street, a short distance north of the Stone Temple.
Not to be behind the Centre District, the South, some years after, formed a voluntary fire association and purchased a fire- engine, of similar construction to the Columbia, called the Adams; it was stationed at first on School, afterwards on Frank- lin street.
About 1826, the State passed a law exempting all persons who belonged to the fire departments from doing military duty. This caused a great accession to the ranks of the fire companies, as
1
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INCORPORATION OF QUINCY.
many had become dissatisfied with military duty, preferring to achieve heroic honors by fighting the fiery element rather than by a bloody conflict.
This method of extinguishing fires proved inefficient and un- satisfactory, which caused private fire associations, in 1840, to pur- chase a suction engine called the Niagara, built by S. & E. Thay- er. It was the first engine of the kind ever owned in the town.
In 1840, an effort was made by the inhabitants of the town to establish a fire department, to be under the control of a Board of Engineers. A committee was chosen for the purpose, who reported in its favor, and also recommended the following assess- ment to be made for the support of this organization : One new engine, $650.00 ; two hundred feet of leading hose, -; one hundred and twenty new buckets, $270.00, (buckets seem to have been of more account than hose ;) fire hooks and ladders, $50.00; repairing two old engines, $50.00; also an additional sum of $650.00 to pay the expenses of the fire department the year ensuing ; and to be under the control of a Chief Engineer.
As unanimous as this report was by the committee, the town did not think it expedient to establish a fire organization at this time, and the question as to the adoption of the report was voted in the negative.
. This matter was delayed but a few years. February 9th, 1844, the town voted to purchase the Columbia and Niagara Engines of the volunteer fire association, by paying the debts of that organization. The amount paid for these two engines was $157.83. From 1844 can then be dated the first organization of a fire department under the control of the town.
Later in 1844, an engine fever grew out of the Town House excitement, and three hand suction engines were voted to be purchased. All three were built this year, and came into town within a month or two of each other. The Vulture was stationed at the Point, the Tiger at South Quincy, and the Granite at West Quincy.
The cost of constructing the Tiger and the Granite, by Hun- neman & Co., was $2,098.00. The town paid S. & E. Thayer, for the Vulture, $906.30. In 1845 they paid the balance due on the Vulture, of $150.00, making the total cost $1,056.30. The
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INCORPORATION OF QUINCY.
Tiger and Granite Houses cost $1,018.30; the Vulture, $536.12. All three of these engines are still in active service, but have had their works somewhat remodeled and changed.
The first Niagara was sold in 1857, and a more powerful one constructed by Hunneman & Co., was purchased to supply its place. This engine, with the house and apparatus, was burnt on the 22d of January, 1876. This was the first engine ever burnt in town.
The first act to establish a Fire Department in Quincy, was passed by the Legislature, April 8th, 1853.
In 1845, the Granite Hook and Ladder Company petitioned the town to have their State and town tax abated for services rendered,1 which was referred to the Board of Engineers. This appears to have been the first Hook and Ladder Company estab- lished under the regular organized fire department.
In 1856, a Hook and Ladder Company was established, a truck procured, and located on Canal street.
In 1870, the Washington M. French Hose Company was formed, for the purpose of supplying the hand engines with a greater amount of hose, in case of fire, than they were able to take with them on their own carriages.
In 1873, several of the citizens of the town made an attempt to purchase a steam pump by voluntary subscription. A pump was procured, but it was found that there were not funds enough subscribed to pay for it. An appeal was then made to the town for a sufficient amount of money to pay the balance. The town responded by voting at a special town meeting, held Octo- ber 19th, 1874, the sum of three hundred and fifty dollars to pay the outstanding bill, for which the town was to have absolute possession and control of the steam pump. This pump was located in Mr. Panton's currier shop, on Hancock street, beside the town brook, where an ample supply of water can always be procured. This addition to the fire apparatus of the town has
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