USA > Massachusetts > Suffolk County > South Boston > Illustrated history of South Boston > Part 4
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being about four feet where they inter- sected and gradually lessening on Broad- way until reaching SS. Peter and Paul' Church. For about the same distance, Dorchester avenue was raised on each side of Broadway, and all buildings along the line of improvement were likewise elevated and the territory filled to the newly established grade. In conse- quence, a large expense was sustained
K STREET BATH HOUSE FOR WOMEN AND GIRLS.
ironclad cruiser " Marblehead," which recently performed exceedingly good ser- vice in the war with Spain.
It was during the civil war that, owing to the increased traffic between the city and South Boston, another connecting bridge became requisite and the neces- sary measures were taken for extending Broadway, which then terminated at Dorchester avenue, across the channel to Washington street. The problem of grade crossings was solved by elevating the bridge structure to allow trains on the Old Colony and Albany railroads to pass beneath. This plan necessitated a change of grade on Broadway and Dorchester avenue, the maximum rise
in building this bridge, but it has proved to be useful and often has prevented costly interruptions to business and travel, when the other bridges have been dis- abled or were undergoing repairs or re- construction. Broadway drawbridge is poised upon a circular hollow foundation composed of iron tubes bolted together, and screwed into the soft bed of the channel by means of cutting blades at- tached to the extremity. The interior of this cylindrical support is about thirty feet in diameter, and furnishes ample space for a steam engine and operating machinery, which quickly revolves the structure for the passage of vessels.
Since the close of the civil war, South
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HISTORY OF SOUTH BOSTON.
Boston has witnessed a great change in its topography as well as its industries and inhabitants. Soon after the war terminated, the idea of reclaiming the flats along the water front from Fort Point Channel . to City Point was projected, and the legislature appropriated a large sum of money to dredge the harbor and fill in the territory, which now comprises several hundred acres of valuable build- ing land, to which access by water is available for the largest steamships. A channel along the north shore of City Point was wisely reserved to maintain and preserve the extensive wharfage that has existed there since the early days of ship building, which was largely pros- ecuted fifty years ago, but which had almost entirely ceased at the beginning of the war in 1861.
Of this reclaimed land the New York and New England Railroad early acquired twenty-five acres and erected piers and elevators for commercial purposes. The Boston Wharf Company was the pioneer in this undertaking, and a large extent of flats was acquired and filled before the larger scheme was undertaken. This im- provement promises to further change the character of South Boston, for with the extension of the cross-town streets to the new sea front, it is not unlikely that the demands of commerce will eventually find that immense vacant territory inade- quate and will press westward until Broadway is reached and absorbed, and, still unsatisfied, continue to the South Bay which must then be filled for business purposes. The expansion of Boston during the past century surely points to a territorial dilemma during the twentieth century, that is just now commencing, which can in no way be relieved or remedied except by utilizing South Bos- ton for commercial and mercantile ware- house purposes.
The extension of Congress street across Fort Point Channel was an early achievement after the civil war. Later, as a part of the commonwealth scheme of filling in the flats territory, Congress street was extended to connect with L. street at City Point. A drawbridge across the reserved channel, however,
together with the one across Old Fort Point Channel, and the passage of freight trains at grade across Congress street, operated to prevent an extensive use of this new- est and nearest approach to City Point. and until recently the street had never been paved beyond the railroad crossing. At the present time, however, this passage way to City Point has been relieved of
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HISTORY OF SOUTH BOSTON.
the objectionable features above speci- fied, by the extension of Summer street across the channel and beyond, and el- evating the roadway above the railroad and A street, thence onward, finally de- scending to a junction with Congress street, which from that point will here- after be known as Summer street. Begin- ning at Fort Point Channel, a descend- ing roadway from Summer street affords access to A street, thus presenting a choice of routes to South Boston, one by way of Summer and A streets and one by way of Summer and L streets.
In this connection it is apropos to speak of the extension of Dorchester avenue in lieu of Federal street, as af- fecting South Boston interests. When the plan to consolidate the various steam railroads entering the city on the south- erly side was first broached, it was uni- versally condemned by South Bostonians, who realized that easy access to a locality is what gives it value. It was argued that to obliterate Federal street and in its place provide a new route to the city several hundred feet longer than the old one, would seriously damage South Boston, because the increased distance would cause a loss of time and advance the cost of transportation. Con- sideration was also given to the addi- tional travel that would be imposed upon working men and women who are em- ployed in the city and- who walk to and from their homes in South Boston. Failing to recognize the value of this railroad consolidation scheme, the op- position of the people of this district increased until a sentiment was created that took shape in an appeal to the legislature, which finally enacted a sup- . plementary act that provided for another thoroughfare from Kneeland street to be elevated above the railroad tracks of the Terminal Company, and to cross the channel near Dorchester avenue, to which it would descend and with which unite near its junction with Foundry street. This reasonable concession to South Boston, at the joint expense of the city and the railroad company, was vigor- ously opposed by the consolidated railroad interests during its passage through the
legislature ; and then an attempt was made to evade the legislative require- ment, by appealing to the national government and contending that another drawbridge would obstruct navigation through the channel. A board of United States engineers was ordered to investi- gate, and a report adverse to South Boston was presented to the secretary of
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THE GREAT IRON PIER, FROM FLOATING LIFE-SAVING STATION.
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HISTORY OF SOUTH BOSTON.
war, who subsequently, at the solicitation of Congressman Henry F. Naphen of South Boston, organized another board of inquiry which reported that another bridge would not obstruct the passage of vessels any more than the existing bridges. To the secretary of war was then made a desperate appeal by the counsel for the railroad, and an equally desperate resistance by Congressman Naphen and the Citizens' Association, after which a final decision was rendered
century portends a still more radical change in the approaching years. What other deduction can be drawn when it is considered that Boston is nearer Europe than New York, and when a great artery of commerce extends from the water front of South Boston to the vast grain and cotton fields of the West and South, and controlled by capitalists whose inter- ests will best be promoted by serving Europe from South Boston instead of New York. We foresee this great ex-
HEAD HOUSE, MARINE PARK.
that the bridge might be built, and prep- arations for executing the legislative mandate are now in progress. To Con- gressman Naphen is largely due the credit of achieving this great victory, and his re-election to Congress last year ( 1900) is somewhat attributable to his success- ful contention in behalf of his constitu- ents. The Cove street bridge will be erected within two years and will furnish a nearer route to and from the city for pedestrians and light vehicles, but on account of the steep grade necessary, heavy freight teams will be compelled to seek another avenue.
The nineteenth century witnessed un- expected changes in the territory of Boston, but the dawn of the twentieth
tent of wharfage in South Boston all ready for the heaviest shipping, where hundreds of the enormous steamships of the future may at the same time receive and discharge cargoes, and be always provided with deep channels, for their arrival and departure, regardless of time and tide. Hundreds of thousands of dollars are available, and are being used by the national government for deepen- ing these channels ; and for what purpose except the better accommodation of heav- ily loaded freight steamers, which can nowhere in Boston be brought so near its business centres as at the piers of South Boston.
Another marked change in our topog- raphy has been created by the construc-
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HISTORY OF SOUTH BOSTON.
tion of the Marine Park at the extreme end of City Point, and the boulevard connecting this delightful resort with the park system that extends through Dor- chester and Roxbury to the Back Bay Fens, and provides a driveway amid beautiful shrubbery and fragrant flowers for a distance of fifteen miles. In con- structing Marine Park, the upland east of Q street, across the peninsula, was ac- quired, and the additional acreage was obtained by reclamation from the sea. It
is appropriately termed " Pleasure Bay," which is so sheltered as to make sailing and rowing safe for children, and others who are not accustomed to boating.
City Point, the greatest yachting center in the world, offers grand natural facili- ties for yachting, and the summer pas- time of yacht-racing has for many years afforded healthful amusement to a great number of business men who have many thousands of dollars invested in magnifi- cent steam and sailing yachts, which find
MARINE PARK, FROM HEAD HOUSE.
was originally designed to provide for an aquarium within the park, but owing to the expense of the project, it has now been abandoned. The plans for this park also contemplate an elevated struc- ture at the terminal of the pier, to be adapted for band concerts and dancing, but only the foundation has yet been provided. Excellent bathing beaches have been created, and hundreds of dressing rooms amply supply the public with facilities for enjoying salt baths in smooth water. At the solicitation of Congressman P. A. Collins, the city was granted the use of Castle Island in con- nection with the Marine Park, and they are joined together by a bridge. The pier at one side and the bridge at the other enclose an expanse of water that
abundant anchorage along the shore. Hundreds of these beautiful specimens of marine architecture may be seen at anchor during the yachting season, or swiftly gliding through the water, the whole forming a spectacle of picturesque grandeur. Several yacht clubs have spacious buildings located at City Point with long floating platforms, and easy embarkment is thus secured. Principal among these are The Boston Yacht Club, The South Boston Yacht Club, The Columbia Yacht Club, The Mos- quito Fleet Yacht Club and The Puri- tan Canoe Club. It is thought by some, that the location of these club- houses along the boulevard, robs that costly " strandway " skirting the shore, of the artistic beauty that would otherwise
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HISTORY OF SOUTH BOSTON.
be produced, but a change of rendezvous to the north shore or elsewhere, would have involved much expense, and the de- cision of the park commissioners to per- mit the use of the south shore for pleasure yachting met with general public ap- proval. During the summer season, immense throngs of people visit City Point to enjoy the cool sea breezes that usually prevail there, and to witness the ever-changing marine spectacle that is offered by the movements of vessels, vary- ing in size from the monstrous foreign steamships to the small sail boats and tiny row boats that are always plying to
only one of its kind in the world, since which time the loss of life has been almost entirely prevented. In winter, this humane institution is not in commission, although danger still exists when the bay is frozen, as occasionally happens. During these periods, swiftly gliding ice-boats skim the glary expanse, impelled by the wind and freighted with human beings bent upon experiencing a novel enjoyment. Horse races upon the ice likewise furnish at such times rare amusement, and pleas- ure driving is another winter diversion upon the frozen bay. The winter of 1872 witnessed an accident by which a
THE GREAT PIER AT CITY POINT, FROM REAR OF HEAD HOUSE.
and fro in almost countless numbers. Concerts . are regularly given in Marine Park during the season, by the municipal band, and these are attended by crowds of delighted listeners who come from far away towns, transportation back and for- ward by street cars from all points reached by the Boston Elevated Rail- way, costing no more than within city limits. From ten to fifty thousand per- sons have often been known to visit Ma- rine Park upon a sultry Sunday, or dur- ing an oppressive mid-summer evening. A great many accidents occurred on the water surrounding City Point, occasioned by the unskilful. management of boats and yachts, and so many lives were sac- rificed that the national government was a few years since, prevailed upon to es- tablish a floating life-saving station, the
pair of valuable horses were drowned, the owner also narrowly escaping a watery grave. He had ventured upon thin ice that failed to support the heavy equipage.
Following the civil war, the extensive residential district of Boston known as " Fort Hill," was depopulated to provide for the extension of business in that di- rection, and a large portion of the inhabi- tants removed to South Boston, where alone could be found tenements suited to their financial condition. Classed as laborers, and receiving small wages, a demand for cheap tenements was thus created in South Boston, and capitalists hastened to supply the demand that in- creased as others of limited means from other locations, followed the exodus from Fort Hill. Thus was somewhat changed
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HISTORY OF SOUTH BOSTON.
in the course of years, the character of the inhabitants of South Boston, which nature had fitted to attract the wealthy people, who finally settled upon the mias- matic Back Bay territory. With its high ground, delightful ocean views and re- freshing sea breezes, South Boston pre- sents a most inviting appearance, -a residence section that nature nowhere furnished along the harbor lines, except upon the hills of the South Boston penin- sula. At the present time, South Boston is still almost completely inhabited by
During the years that the changes noted have been taking place, another movement has been witnessed, which in some respects, has operated adversely to South Boston interests, and the effect has been nowhere more noticeable than among the churches. By reason of re- movals, nearly every Protestant denomi- nation has sustained membership losses that compelled consolidations, and church organizations have disbanded to unite with the Phillips Congregational, the St. John's Methodist and the Fourth-
FARRAGUT STATUE AT MARINE PARK.
working people of the more intelligent, better educated and eminently respecta- ble class. This is proved by court re- cords which show that during the past twenty years, a smaller percentage of crime has occurred in South Boston, according to population, than in any other district of Boston.
Forty years ago, South Boston was a manufacturing district and its residents were principally artisans and mechanics, who were employed near their homes. To-day, South Boston is decidedly a resi- dential district, with nearly all of its inhabitants employed in the city or there engaged in business. Of the working population, it is estimated that four fifths are engaged beyond the territorial limits of South Boston.
street Baptist societies. The edifice in which the E-street Congregationalists worshipped, is now owned and occupied by Dahlgren Post, Grand Army of the Republic. Where formerly the Metho- dists who united with St. John's church, held religious services, the Presbyterians now worship, and where the South Bap- tist church formerly stood, at the corner of Broadway and F street, there has re- cently been erected a modern business structure that, in its design and equip- ment, compares favorably with any simi- lar building in Boston. While this change among the Protestants has been taking place, the Catholic population has been increasing, and their churches multiply- ing. The Gate of Heaven church has recently erected a costly and magnificent
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HISTORY OF SOUTH BOSTON.
SOUTH BOSTON SCHOOL OF ART. TOWER SINCE REMOVED.
house of worship at the corner of Fourth and I streets, which will soon be occu- pied. At the same time, a convenient chapel has been built by this society, at the corner of Broadway and O street, where regular services are held, and where land has been acquired for a large church structure in the future. St. Ag-
nes convent on I street, adjacent to the new edifice, is also connected with this flourishing church. St. Augustine's church has lately acquired the Unity church property on Dorchester street, Washington Village, where another large church building is contemplated. Dur- ing the period we are considering, the Church of the Rosary on Sixth street, and St. Vincent's church on E street, have been established as offshoots from SS. Peter and Paul church, on Broadway, which was organized before the civil war .. A Polish Roman Catholic church was established several years ago in South
Boston, and a wooden build- ing erected on Boston street, where regular services are conducted. That section was also found to be deficient in church facilities, and St. Margaret's was established in 1894, with a place of wor- ship at the corner of Har- vest and Boston streets.
Notwithstanding the many consolidations among the Protestant churches, there still remain twelve vigorous societies and houses of wor- ship as follows :- Phillips Congregational, Broad- way, near Dorchester street ; St John's Methodist, Broad- way, near Dorchester street ; City Point Methodist, corner Fifth and L streets; Dor- . chester-street Methodist, cor- ner Dorchester and Vinton streets ; St. Matthew's Epis- copal, Broadway near F street; Church of the Re- deemer, Episcopal, 825 E Fourth street : Grace Epis- copal, 315 Dorchester street; Hawes Unitarian, Broadway, near G street; Fourth street Baptist, corner Fourth and L streets; 'Fourth Presbyterian, corner Dorchester and Sil- ver streets ; Church of Our Father. Uni- versalist, 540 Broadway; Phillips Chapel, Congregational, 588 E Seventh street.
MANUFACTURING.
The present industries of South Boston are numerous and productive, but many of the formerly great manufactories and business enterprises long since ceased to exist. Many remember the old chain works on F street, near Broadway, where the heaviest anchor chains were manu- factured as late as 1875. The invention of machinery for performing the work cheaper than by hand operations closed the establishment, which for many years had been a South Boston institution.
The manufacture of glass was one of the earlier South Boston industries, and
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HISTORY OF SOUTH BOSTON.
no less than six establishments were in operation at one time. That of William Caines, on B street, was the last to succumb to the march of invention, but it was not until twenty years ago that the business was abandoned. In this connec- tion, it is interesting to know that Mr. Caines still lives at an advanced age, and resides in South Boston.
South Boston formerly boasted of the most extensive iron works in New Eng- land, but it was not until 1883 that these great industrial enterprises began to languish. Twenty-five years ago, several thousands of skilled mechanics were em- ployed in foundries and rolling mills. The Bay State Iron Works on First street, City Point, where iron rails were produced, had over three thousand names upon its pay roll, and the machinery was operated by day and night. The Nor- way Iron Works on Dorchester avenue, where iron wire and sheet iron were manufactured, were likewise extensive and in continuous operation except on Sunday. These great concerns together with Alger's foundry and the Fulton Iron Foundry and many other similar manufacturing enterprises, yielded to competing furnaces that were put in op- eration near the coal and iron mines where the cost of transporting raw materials was avoided, thus reducing the cost of the manufactured product. The extensive Printing Press Manufactory of R. Hoe & Company on Foundry street, was removed to New York in 1875 where the establishment is still in operation. The manufacture of heavy cannon and shell for the United States navy, was con- ducted on Foundry street as late as 1885, and some of the great pieces of rifled ordnance there constructed, are now mounted in forts along the coast. Among the principal industries of South Boston at the beginning of the twentieth cen- tury, are as follows: Standard Sugar Refinery, Granite street ; Boston Button Company, 326 A street. Ipswich Mills, Second and B streets; Russell Boiler Works, First and C streets ; Hersey Manufacturing Company, 314 Second street ; Whittier Machine Company, Granite street; Brooklyn Cooperage
YACHT CLUB HOUSES. FROM WATER FRONT.
Photo by Leon Dadman.
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HISTORY OF SOUTH BOSTON.
Company, First and B streets; Potter Shank Company, 41 West First street ; S. A. Woods Machine Company, off Dorchester avenue ; Boston Beer Com- pany, 249 West Second street ; Chase & Co., 347 Congress street ; Moore & Wyman, Granite and Richard streets: Anderson Manufacturing Company, 298 A street ; John Souther & Co., 671 Dorchester avenue ; Jenney Manufactur- ing Company, 291 West First street ; George Lawley & Son, First and () streets ; Shales & May, 292 Dorchester street ; Robert Bishop, 157 West Sixth street ; Walworth Manufacturing Com- pany, E First street, City Point ; Suffolk Brewing Company, Eighth and G street ; R. Harrison & Son, 338 West First street ; R. Estabrooks & Sons, First and C streets ; Boston Asphalt Company, 308 A street ; Cunningham Boiler Works, Congress and B streets ; Bowker, Torrey & Company, 80 Granite street ; South Boston Roofing company, 384 West First street ; Bay State Belting Company, 164 A street : Thomas Miley & Son, 517 Second street; O. Sheldon Company, 340 West First street ; Sweatt & Chase, 1 16 West First street ; Hunt and Spiller, 383 Dorchester avenue; George H. Lincoln & Co., Alger street ; P. Lally & Sons, 21 West First street ; Common- wealth Manufacturing Company, 249 A street ; Howard Iron Foundry, Dorr street.
At the date of writing, the Standard Sugar Refinery employs over twelve hundred men and the works are operated day and night. About six hundred bar- rels of the best granulated sugar are daily produced from beet and raw cane sugars.
Among the great industries of recent years, now inoperative, may be mentioned the Downer kerosene works, 122 West First street, the cordage works on East Sixth street, and the plant of the South Boston Gas Company on Dorchester street.
The shipyard of George Lawley & Son at City Point, has a national reputa- tion. The Messrs. Lawley are now constructing another yacht for Thomas W. Lawson, who hopes that the speed of
his vessel will entitle him to defend the cup next summer against the yacht that is now under construction in England. The coveted prize is in the possession of the New York Yacht Club, and was originally offered as an incentive for the development of speed in sailing yachts through designing. The new South Boston yacht will be constructed of steel and is already in frame.
POLITICS.
During all of these forty years, that have so changed the population, the ap- pearance and the industries of South Boston, as great changes have been ob- served in the political field. In 1860, it was impossible for a Democrat to obtain an elective office, while now it is equally impossible for a Republican to be elected at the polls. . The Republicans retained their political preponderance until 1875, when Hon. Benjamin Dean (Democrat) was elected to a seat in Congress. largely, however, by the votes of his Republican neighbors, to which his antagonist, Hon. W. A. Field, afterward Judge Field attrib- uted his defeat. Since that event Demo- crat ascendancy progressed until Hon. James A. McGeough, Hon. P. A. Collins, and Hon. John B. Martin were elected to the Massachusetts senate in various years. Later, Mr. Collins was sent to Congress for two terms, and he also commanded considerable Republican support. No South Boston Republican has recently been elected to the legislature, and South Boston Republicans have had no party representative in the board of alderman or common council for quite a number of years. Neither are they likely to be so favored except in the event of a quar- rel among the Democrats.
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