USA > Massachusetts > Middlesex County > Newton > Newton, Garden City of the Commonwealth > Part 2
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Colonel Joseph Ward, a master of one of the public schools, - a Newton man, - took a very active part. On the 19th of April he left Boston for Newton, took horse and gun, rode to Concord, to ani-
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mate and assist his countrymen. He also greatly distinguished himself at the battle of Bunker's Hill, where he served as aid- de-camp to General Artemas Ward.
Soon after these earlier battles two com- panies were raised in Newton. In March following, these companies with others took possession of Dorchester Heights, which proved a short service, as on the seventeenth of that month the British evacuated Boston, much to the joy of the good people of that town.
Soon after, one of these companies joined in an expedition to Canada. On
honorable Continental Congress should, for the safety of the American colonies, declare them independent of the kingdom of Great Britain, whether the inhabitants of this town will solemnly engage with their lives and fortunes to support them in the measure." After debate, the ques- tion was put, and the vote passed unani- mously.
These bold and memorable words meant the sacrifice of comfort, fortune, home, friends and life, if need be, for the right to govern themselves and enjoy the privileges of freemen. In winter's snows and sum-
RESIDENCE, CHARLES B. FILLEBROWN, BELLEVUE STREET.
the 17th of June, 1776, the first anniver- sary of a day made memorable in the an- nals of our country by the heroic struggle on Bunker's Hill, where Newton was well represented, and two weeks before the Declaration of Independence, our fore- fathers in this busy season of the year left their fields and quiet homes, and gathered in town meeting to discuss and pass upon a matter of vital importance to them, their posterity and the world. At this town meeting, where Captain John Wood- ward was moderator, the second article in the warrant was: "That in case the
mer's heats the men of Newton, old and young, able and disabled, were found fill- ing the ranks of the little American army. They formed a part of nearly every ex- pedition, and were found on nearly every field, from the opening battles of Lexing- ton and Concord to the final surrender of Cornwallis at Yorktown.
Newton, then a little country town with only about 1,400 inhabitants, entered upon the War of the Revolution with great vigor and spirit. Contributing liberally both men and means, as she always has done and always will do when her country calls,
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no town in Massachusetts can show a more honorable record. It is said by the histo- rian that nearly every man in Newton served in the army some time during the war.
The history of the world scarcely af- fords a parallel to all our fathers did and suffered during the long struggle they en- dured in the sacred cause of liberty. Let us not forget that Newton enjoys the honor of having been the birthplace of one of the immortal band of men who signed the Declaration of Independence, - Roger Sherman, - a name embalmed
soldiers who formed a part of thirty regi- ments.
These men gave themselves to their country in the hour of her need, and went forth in her defence.
Where duty called, they were found, - whether amid the malaria of southern swamps, on the march, leading a forlorn hope against the enemy, or in vile prison pens, - the mention of whose names brings a thrill of horror to all hearts.
They fell by the way on the long and tedious marches, they died of homesick- ness or wounds in the hospitals, they
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in the hearts of his countrymen as well as on the pages of history.
Of the part Newton took in the War of 1812 little is known, but it is no doubt true that the sons of such worthy sires were not found wanting when the country was in need.
Let us briefly consider Newton in the war of the Great Rebellion. From the opening gun fired on Sumter April 12, 1861, until the close of the rebellion New- ton nobly performed her part.
She furnished at least thirty-six com- missioned officers, two generals, and 1, 129
went down before the rush of the enemy and were killed or reported missing, and never again heard from. They endured privations and hardships such as we can- not comprehend ; and they did it all with- out murmur or complaint for the love and respect they had for the heroes of '76, and their regard for the liberty and good name of their country, for their homes and firesides, and the still more tender regard for the dear ones in those homes whose prayers and good wishes never ceased to follow them amid all their suf- ferings.
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They loved their homes and firesides as we do ours, but loved their country more.
The spirit that actuated them was well illustrated by one who said, " If my coun- try needs my services, I am willing for her sake to make the sacrifice." This was Charles Ward, a worthy son of one of the first settlers, who cheerfully gave his life at Gettysburg.
Our ancestors early recognized the im- portance of education, and all through the two centuries that have passed since its in- corporation Newton has made the most liberal appropriations for its public schools,
there were probably others. Slavery is supposed to have received its death blow in Massachusetts about 1783.
Newton, of course, in its early days was a purely agricultural town, and its farmers were prosperous and well-to-do for those times, and built for themselves here and there over its broad area homes that were comparatively comfortable, but which would hardly compare with many of the palatial residences which we see to-day.
But as early as 1688, the very year of the incorporation of Newton, a mill was built at Upper Falls, where there was a
RESIDENCE, ANDREW B. COBB, CENTRE STREET.
thus standing in the front ranks among the many cities and towns of the Common- wealth.
In addition to all this it has within its borders a Theological Seminary of world- wide reputation, a seminary for young ladies, and an English and classical school, as well as others of lesser note.
Early in the history of Massachusetts slavery was introduced, and it is not sur- prising that some slaves should have been found in Newton. The records show that at least thirty-six were mentioned in the inventories of deceased persons, and
considerable waterfall on Quinobequin or, later, Charles River.
Still later other mills were located along the river, some for the manufacture of lumber, cloths, nails, cotton goods, paper and other articles, all of which helped to extend the industries of this growing town.
Fifty years ago, two of these manufac- turing villages - Upper Falls and Lower Falls - exerted a controlling influence in town affairs.
The intelligent citizens of Newton early took a deep interest in the cause of tem- perance, and as early as Dec. 15, 1826,
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"a meeting was held which took active measures on the subject, and by a circular addressed to the inhabitants of the town sought to create a general interest in re- gard to it." Later a constitution was adopted and the society received the name of the " Newton Friendly Society." This was probably the first local organization of its kind in New England, with one exception. This society afterwards estab- lished a library of several hundred vol- umes ; and it also originated the Institu- tion for Savings in the town of Newton, now the well-known and prosperous New-
tion was organized, which has resulted in establishing one of the most beautiful rural cemeteries to be found in New Eng- land.
An attempt began about 1830 and con- tinued until about 1848-49 to divide this fair domain.
Some of us can well remember the strong feeling that was aroused by the agitation of the subject, so strong as to alienate friends and lead to bitter words. Fortunately, no division was effected ; and we have remained a united, prosperous and happy people to this day.
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MASONIC BUILDING.
ton Savings Bank. The whole move- ment was conducted by the best and most influential men of the town.
" In imitation of the churchyards of England, the first cemetery was around the first church." Later burial-grounds were located at West Newton, one near Upper Falls and one at the Lower Falls. Of these resting places of the fathers, many interesting facts could be given, would space permit.
The growing town demanded additional provisions for the burial of its dead, and in 1855 the Newton Cemetery Corpora-
As early as 1813, this town had a Fire Department, to which many of the promi- nent citizens belonged.
In 1842, the engines in use being too small, the town voted twenty-four hundred dollars for the purchase of four engines, provided each of the villages where the engines were to be located would add two hundred dollars more. A year later, a similar appropriation was made for another village. A steam fire-engine was pur- chased in 1867, another in 1871, and a third in 1873. This was followed by the introduction of the electric fire-alarm.
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Fire apparatus of the most modern construction, with all necessary equipment, has made our Fire Department noted for its efficiency.
Newton, as a town and city, has always provided generously for its poor. İn 1824, John Kenrick, a generous citizen, created a fund " to aid the needy indus- trious poor of the town, especially such widows and orphans as had not fallen un- der the immediate care of the Overseers of the Poor."
This fund has been faithfully adminis- tered from that time to this, and has proved a source of comfort to many.
which it is pumped directly into the mains. A covered reservoir on top of Waban Hill, one of the most sightly spots in the city, provides the necessary storage, and the water used is not exposed to the light until it reaches the consumer.
The system embraces over one hundred and thirty-six miles of water mains, with seven thousand services, and has an aver- age daily consumption of about two mill- ion gallons. The cost to date is over two million dollars.
The introduction of a water supply and the continued growth of the city soon de- manded an adequate system of sewerage.
RESIDENCE, FREDERICK JOHNSON, WOODLAND ROAD.
Before Newton became a city it had taken action looking to the introduction of pure water, and the town was author- ized to take water from Charles River. This act was accepted in 1872. Subse- quent acts enlarged the powers of the city, and it was decided to put in a system of waterworks. These were completed in 1876, at large expense ; and Newton has enjoyed from that time the luxury of pure water in abundance.
The system is supplied with ground water obtained from driven wells located near the Charles River in Needham, from
This project was delayed for some years until the completion of the Charles River Metropolitan sewer provided a suitable outlet, and work was begun on the local sewers in 1891. Up to date over ninety miles of sewers have been constructed at a cost of a million and a half of dollars, and nearly the entire city is served.
Among the many advantages enjoyed by Newton are the railroads within its limits. As early as May, 1834, the Bos- ton & Worcester Railroad was opened to Newton, nearly a year before it was com- pleted to Worcester.
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This was the first passenger railroad in this part of the country. The trains were few, and the accommodations every way limited.
A speed of ten to twelve miles an hour then, instead of forty-five to fifty now. This road was laid out through Angier's Corner, - now Newton, - Hull's Cross- ing, - now Newtonville, -and Squash End, - now West Newton.
These villages were very small, and the only ones on that side of the town except Lower Falls, to which a branch railroad was built some years later. Auburndale
Boston, there was no easy communication from one side of the city of Newton to the other, and the idea was conceived of building a railroad connecting the two rail- roads together, forming the Newton Cir- cuit from Newton Highlands to River- side. The road was opened May 15, 1886, thus connecting by rail nearly all the villages of Newton, and forming a belt line such as is found in few other towns or cities on the continent. Along this connecting link Eliot, Waban and Wood- land stations are located.
The good people of the town were not
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HIGH SCHOOL.
came into existence after the main line was built. In the year 1852 the Charles River Branch Railroad was opened from Brook- line to Newton Upper Falls, having sta- tions at Chestnut Hill, Newton Centre, Oak Hill, - now Newton Highlands. This road under another name was ex- tended to Woonsocket, R. I.
The construction and running of these roads gave an impetus to building, and several of the stations have become centres of large and flourishing villages. Though the two railroads already in existence well accommodated all passing to and from
unmindful of the advantages of public parks, and among the latest acts of the town before it became a city was to ap- point a committee to take into considera- tion the subject of parks and playgrounds for the town. This action led to the es- tablishing of Farlow Park.
The town having outgrown its old form of government and having a population sufficient to entitle it to become a city, a town meeting was held April 7, 1873, and by a large' vote it was decided, after a lengthy debate, to petition the General Court, then in session, for a city charter,
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which was granted. In October follow- ing, the voters accepted " An Act to es- tablish the City of Newton." Under this new form of government we have enjoyed increased prosperity. Let us in imagina- tion go back to 1639, when all this territory was a primeval forest ; when over these hills and along these valleys roamed the wolf and the deer; when the river and lakes swarmed with fish, and on their un- vexed surface the wild fowl rested securely ; when the smoke still ascended from the wigwam of the Indian on Nonantum Hill, and the sons of the forest as well as the down through the centuries.
brought under cultivation to supply the wants of the growing families of the first settlers and those that were added to their number from time to time.
It is not easy for those reared amid the comforts and luxuries of life to realize what our ancestors endured in their efforts to lay broad and deep the foundations for future towns and cities.
Amid hopes and fears life went on, and in 1688 the growth and progress had been such as to justify the incorporation of a town whose fame was to go sounding
HULL MANSION.
pale-faced settler found their way from point to point along blazed paths, which were later to become bridle-ways and still later town-ways and highways, and finally, as we see them to-day, magnificent and well-kept avenues, lined on either side with beautiful trees, some of which have sheltered the red hunter of the forest, while along these streets are reared the homes of a prosperous and happy people.
The years went slowly by, and life with our ancestors on these broad acres was one of severe toil and hardship. The Jand must be subdued amid many dangers and
Our fathers builded better than they knew. Over two hundred years have passed since the legal incorporation of Newton, then a small town with a very sparse population, now a city of more than thirty-three thousand inhabitants. Then with a single church, and that a very poor and inexpensive one : now twenty-six or more churches, some of them costing be- tween one and two hundred thousand dol- lars. Then here and there a lane or town- way : now more than one hundred and ninety-eight miles of well-kept streets. Then no schoolhouse on this territory :
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now those of magnificent proportions, with schools of all grades, with a large and ex- cellent corps of teachers, besides private academies and higher institutions of learning. Then only here and there a farm with its low farmhouse : now beautiful villages, costly business blocks, palatial residences, well-kept villas and cosey cottages, all showing enterprise, cul- ture and taste. How great the change from the scattered town in the wilder- ness to the rich and flourishing city of to-day !
Standing on the heights at the begin- ning of the twentieth century, and look- ing back over the long roll of years since
Newton began its existence in the " forest primeval," we cannot fail to realize the remarkable progress of the two centuries that have passed. Our hearts swell with emotion as we call to mind the grand characters and heroic deeds of the noble band of men and women who here laid broad and deep the foundations upon which we are building, and who helped to secure for us the rich blessings of civil and religious liberty.
As we contemplate the past and appre- ciate the present, may it stimulate us all to higher aspirations and greater usefulness, that we may prove worthy sons of such noble sires !
GRACE EPISCOPAL CHURCH.
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A DECADE OF DEVELOPMENT.
T HE closing years of the nineteenth century have seen the city of Newton expand to a remarkable degree in the paths of municipal progress and take its rightful position as an ideal place of residence.
Prior to 1890 the city had been content with a routine growth, the only large mu- nicipal undertaking being the water supply, which had been begun in 1876, improved in 1890 by the construction of a covered conduit and reservoir, and which with one subsequent extension of a collecting con- duit and a second section of covered reser- voir has cost to Jan. 1, 1902, the sum of $2,075,000. This sum represents what it has cost to supply the city with what is conceded to be the best drinking water in the state.
In 1890, however, the city awoke to its needs and possibilities and began a system of small pipe sewers for house drainage to connect with the main sewer of the Charles River division of the Metropolitan sewer which had just been constructed. The subsequent extension of the local system has been rapid, so that on Jan. 1, 1902, over ninety-one miles had been constructed at a cost of $1,546,675.
In 1892 a boulevard commission was appointed by Mayor Hibbard, consisting of Joseph R. Leeson, Edmund W. Con- verse and Edwin B. Haskell. The com- mission gave a large amount of time and consideration to the best development of the city and reported in 1893, recom- mending a central boulevard from east to west through the heart of the city, the widening of Washington and Auburn streets on the north side, the widening of Beacon Street on the south side, and the widening of Walnut Street running north and south.
The impetus given the project of a cen- tral boulevard by the report of the com- mission resulted in tenders of land and money by owners along the proposed route, and in 1895 active measures were taken towards the construction of what is now Commonwealth Avenue. This boulevard, sweeping in graceful curves from the Chestnut Hill reservoir to the Charles River, directly through the heart of the city, is a monument to the sagacity of the city fathers of that time. The avenue is five miles in length, 120 feet broad, with two roadways and a reserved central por- tion for street railway tracks, and cost
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$497,105.10. As an investment it stands without a rival, the increased taxes de- rived from the real estate which it directly serves being more than ample to meet the interest and sinking fund requirements of the loan.
The widening of Washington Street, the main thoroughfare from east to west on the north side of the city, had also been urged by the boulevard commission, but the difficulties in widening, principally in the form of land damages, were so great that the matter was allowed to drift along without definiteness. In 1894, however, the city was shocked by the death of Fire
grade crossings of the road. This was fur- ther emphasized by frequent accidents to teams and pedestrians and the occasional loss of life.
The subject had been before the public for some years, as a state commission in 1889 had advocated a partial depression and partial elevation of the railroad tracks. In 1893 a commission of engineers, A. F. Noyes, Charles A. Allen and George S. Rice, appointed by the city, reported in favor of elevating the tracks as far as Au- burndale, but at a public hearing on June 30, 1894, so much opposition developed that the idea was abandoned. Still another
WVISIONS
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NEWTONVILLE SQUARE, 1895.
Chief Henry L. Bixby while answering an alarm of fire, from an accident caused by the crowded and narrow condition of the street. This brought matters to a climax, and Mayor Bothfeld in his inaugural ad- dress in 1895 presented a radical plan for the widening of the street in connection with the abolition of grade crossings of the Boston & Albany Railroad Company.
This latter problem was also a matter of grave concern to the rapidly increasing population of the city, as the traffic on the four railroad tracks in local, express and freight was so great as to seriously inter- rupt the constant travel over the thirteen
suggestion of removing the tracks to a. less congested district to the north was advocated but not pressed very strenu- ously.
Mayor Bothfeld, whose experience in the board of aldermen as president and a member of important committees had made him unusually conversant with both the grade crossing and Washington Street widening matters, suggested in his inaugu- ral a partial elevation of the streets, a corre- sponding depression of the railroad tracks, and in connection with this work the widen- ing of Washington Street to eighty-five feet by seizing the strip of land lying between
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the railroad and the street for about two of gravel, five thousand seven hundred miles.
This plan, bold in conception and diffi- cult in execution, was finally agreed to by the city, the state and the railroad com- pany, legislation being obtained on March 30, 1895.
In brief the plan contemplated the de- pression of the railroad tracks for over three miles in an open subway with slop- ing banks, the seizure of the land lying between the railroad and Washington Street, allowing the railroad to make tem- porary use of this land during the work of
cubic yards of rock were removed and sixty-seven thousand cubic yards of ma- sonry walls constructed. The work was completed in 1898 at a cost of $2,250,- 000.
The work on Washington Street was carried on simultaneously as far as possible with that of the railroad and a widening to eighty-five feet effected for about two miles at a cost of over $800,000. In connection with this improvement Park and Tremont streets were widened to seventy feet, thus providing direct steam railway connection
HYDE GRAMMAR SCHOOL.
depression, and its incorporation as a part of the new Washington Street when the railroad work was completed. Some idea of the work can be gleaned from the fact that three brick blocks, twenty-two wooden blocks and seventy-one dwellings were re- moved from this part of the street.
The work on the railroad under the direction of Chief Engineer Walter Shep- ard and Roadmaster C. B. Lentell required four steam shovels, fourteen locomotives, two hundred and thirty-four dump cars and two hundred and twenty-four flat cars. Six hundred and fifty thousand cubic yards
between Boston and Nonantum Square, at a cost of about $100,000.
The details of these important under- takings were in charge of City Engineer Henry D. Woods and Superintendent of Streets Charles W. Ross.
The abolition of the remaining grade crossings in the city is now under consid- eration, the cost being estimated at $750,- ooo for those on the south side, $120,000 for those at Upper Falls and $100,000 at the Lower Falls.
This era of street and boulevard devel- opment stimulated the street-car business
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to such an extent that the city is at present fairly well served by its various street-rail- way companies, now operating under one management, which own and operate over eighteen miles of single and six miles of double track.
The growth of the street railway has been almost wholly within the last decade, as the following statistics will show :
1866, Waltham & Newton Street Rail- way Company incorporated to run cars be- tween Waltham and West Newton.
1880, Cambridge Street Railway Com-
Homer, Centre, Willow and Sumner streets.
1892, the same company granted an ex- tension on Walnut Street to Newton High- lands.
1893, Wellesley & Boston Street Rail- way Company granted location between West Newton and Lower Falls.
Newtonville & Watertown Street Rail- way Company granted location on Wal- nut and Watertown streets to Watertown line.
1895, Commonwealth Avenue Street
NEWTON BANK BUILDING.
pany granted location in Galen (now Cen- tre) Street to Nonantum Square.
1887, Newton Street Railway Company (successor to the Waltham & Newton Company) granted location in Washington Street between Nonantum Square and the Lower Falls, and to Newton Centre via Walnut and Beacon streets, the line be- tween Nonantum Square and West New- ton being the only one constructed.
1889, use of overhead trolley system of electrical propulsion authorized.
1891, Newton & Boston Street Railway Company granted location between New- tonville and Newton Centre, via Walnut,
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