USA > Massachusetts > Middlesex County > Somerville > Report of the city of Somerville 1906 > Part 24
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Giles park®
3
st. & Some'lle ave.
Dec. 28
Pearson rd
7
Total length of public streets in the city . 71.229
Table Showing Sidewalks Constructed (not exceeding one-half cost assessed on abutters) and Paved Gutters Laid in Connection Therewith in 1906.
MATERIALS.
PAVED GUTTERS.
STREET.
WARD.
SIDE.
FROM
To
WIDTH OF SIDEWALK IN FEET.
Gravel and Edgestone. Lineal Feet.
Bricks. Sq. Yards.
Sq. Yards.
Cost.
Belmont
6
Easterly Easterly
Broadway
Northerly .
8.33
61.7
58 84
37.6
$63 32
Bradley
Westerly .
N. E. Tel. and Tel. Co.
6.67
39.7
37 60
Broadway
South westerly
Norwood avenue
Magoun sq.
Av. 8.00
386.5
424 48
Broadway
Sontherly .
St. James church
11.00
123.5
132 68
Calvin .
2
Both .
Washington st.
Beacon st.
5.00
$
1,285.2
1,104 30
428.4
651 45
*Cameron ave.
7
Southerly .
Holland st.
W'ly line No. 24
10.00
§ 5.00 walk { 5.00 sod
223.0
380 90
Campbell park
7
Northerly .
Meacham road .
Kingston st.
6.67
2049
213 88
Cedar .
D
Easterly
Broadway .
City road
6.67
243.2
202 20
81.1
141 45
College ave. and
Easterly
Warner st.
N'ly line No. 167
10.00
3
1,113.4
. .
1,121 36
383.3
670 09
Warner st.
7
Northerly .
College ave.
Medford city line
10.00
502.1
497 18
167.4
313 86
Conwell
Easterly
Highland ave.
Francis st.
5.83
159.5
179 68
Dana
4
Otis st.
Bonair st.
6.67
165.3
133 9
342 27
55.1
111 39
Dell
1
South westerly
Tufts st.
Glen st.
6.67
299.3
294 56
*Edmands
4
Both .
Broadway
End of street
6.67
1,386.4
1,334 55
462 1
Eliot .
2
. Southwesterly. .
Park st.
Vine st.
6.67
197.3
171 73
Gilman and
4
Northeasterly
Jasper st. .
Walnut st.
6.67
1
288.4
272 80
96.1
161 76
Glen
1
Easterly
Oliver st. .
Flint st.
6.67
175.0
157 70
58.3
109 61
Grant
4
Easterly
Broadway
Jaques st. .
6.67
366.7
357 00
Greenville
3
Both .
Medford st.
Boston st. .
6.67
780.2
585.3
570 49
Highland ave.
6
Southwesterly .
Belmont st.
Lowell st. .
10.00
§ 6.00 walk Į
129.3
173 62
..
Holland st., Simpson
7
Northeasterly
(Hodgkins school)
Angle
6.67
492.2
519 93
319 50
*Josephine ave.
6
Both .
Broadway .
Frederick ave.
7.50
1,104.6
1,791 26
.
.
3
Northeasterly .
School st.
Granite st.
6.67
259.8
271 90
Knowlton
1
Both .
Tufts st.
End of accepted st.
6,67
Lexington ave.
G
Both .
Willow ave.
Hancock st.
8.33
1,098.8
1,689.4
1,721 11
Otis
4
Both .
Dana st.
Wigglesworth st.
6.67
563.3
1,533.0
2,091 11
187.8
310 62
Otis
4
Both .
Cross st.
Wigglesworth st.
6.67
§ 5.00 walk {
494.0
S07 51
Seven Pines ave.
7
Northerly .
Cameron ave.
Cambridge line
6.67
132.1
Skehan .
Both
Dane st.
Hanson st.
5.00
595.2
551 56
198.4
421 70
Veazie
4
Both
Bradley st.
Marshall st.
6.67
495.7
438 03
165.2
283 35
Warner .
7
Southerly .
Est. cor. Br'dway
.
Dane st.
10.00
370.7
378 93
123.6
210 90
Wheatland
4
Both .
Jaques st. . Broadway
Jaques st.
6.67
690.8
789 20
*Willow ave.
6
Southeasterly
Frederick ave. .
Morrison ave.
8.33
$ 5.00 walk l
389.4
641 81
Willow ave.
6 and 7
Both .
Highland ave.
Morrison ave.
8.33
551.9
516 50
214.8
Windom
7
Both .
Summer st.
Elm st.
6.67
573.5
700 98
191.2
485 70 381 97
Total assessment, $13,708.06
Net cost to city, $13,708.08
12,655.3
13,067.7
$27,416 14
4,278.5
$7,507 34
Amount of edgestone and brick sidewalk, including granolithic, in front of private estates . Totals. (Gravel sidewalks, 2.431 miles. Brick, granolithic, and tar sidewalks, 4.242 miles.)
179.9
2,163.8
4
Westerly
Pearl st.
Otis st.
6.67
349.0
378 10
Dana
4
Westerly
Otis st.
Bonair st. .
6.67
501.3
746 94
Electric ave.
7
Both
Curtis st. .
Packard ave.
Walnut
4
Easterly
Gilman st.
Jasper place
6.67
4.00 sod.
489.0
450 51
Hudson
5
South westerly
Cedar st.
Pearl st.
Gilman st.
6.67
546.0
§ 5.00 walk }
2.50 sod
598.8
590 60
366.3
593 38
Medford
1 and 2
Both .
Somerville ave.
Washington st.
8.33
10.00
47.8
48 48
15.9
Westminster
7
Northwesterly
Broadway .
Mystic ave.
6.67
1,679.4
1,755 43
559.8
960 82
Wheatland .
4
Both .
Fitchburg R. R.
Electric ave.
6.67
1,419.4
1,469 73
Washington .
2
Northerly .
Frederick ave.
Boston ave.
7.50
2.50 sod. S
115 95
44.0
84 71
Highland ave.
G
Southwesterly
Hancock st.
Willow ave.
10.00
10.00
1
ave. and Paulina st.
6.677
1
Jasper .
4
Both .
570 53
182.0
Knapp ·
*Rogers ave.
Southeasterly
Paulina st.
Simpson ave.
. . . .
·
Columbus ave.
Both
Washington st.
Angle
6.67
208.1
$227 50
Estate No. 111 .
No. 91 inclusive
6.67
Boston ave.
G
457
Dana
Easterly
788 22
260.1
545 64
.
1,026 50
6.67
686 12
6.67
TOTAL COST.
"Granolithic.
3.33 sod
2
311
CITY ENGINEER.
Miles of Edgestone, Brick Sidewalk and Gravel Sidewalk, in Each Ward.
Ward one
16.766
12.231
4.540
Ward three
13.027
11.685
1.342
Ward four
13.340
9.716
3.624
Ward five
16.794
10.448
6.346
Ward six
20.047
13.204
6.843
Ward seven
18.218
9.398
8.820
Total miles in the city
110.943
*71.409
39.534
·
.
*Includes 5.67 miles granolithic and tar concrete walk.
Table of Street Construction.
Miles.
*Streets paved with granite blocks
2.73
Streets paved with "Hassam" pavement
1.19
Streets paved with asphalt
0.73
Streets paved with "bitulithic"
0.88
** Streets macadamized
65.41
Streets graveled or unimproved
23.12
Total
94.26
*Also 29.6 miles (single track) electric railway, paved with granite, asphalt, "bitulithic." ** Includes 2.84 miles boulevard.
Lines, grades, and measurements have been given and mis- cellaneous work done for paving with "Hassam Pavement," by contract, a portion of Medford street, extending from School street to Magoun square; another section of Medford street, be- tween Washington street and Central square; Broadway, extending from the Charlestown line to. Cutter street ; and a por- tion of Union square, where there was granite block paving, was re-paved with this new pavement.
The space occupied by the street railway tracks was not paved with the new pavement, but left with the old granite block pavement.
Simpson Brothers corporation, of Boston, were the contrac- tors, laying this new pavement under a ten-years' guarantee for $1.50 per square yard, the city re-setting all edgestone, re-laying all sidewalks, crossings, and making all other necessary altera- tions to complete the work at the following cost :-
Edge- stone.
Brick Sidewalk.
Gravel Sidewalk.
Ward two
12.756
4.737
8.019
·
·
·
Streets paved with vitrified brick (Davis square)
0.20
312
ANNUAL REPORTS.
Location.
Length in Feet.
" Hassam Pavement " Square Yards.
Total Cost. Contract and City.
Broadway, double roadway . (Charlestown line - Cutter st.)
1,521
8,903.9
$14,730.70
Medford st. (School st .- Magoun sq.)
3,567
9,356.7
15,665.59
Medford st. ·
.
.
524
1,130.5
2,262.63
(Washington st .- Central sq.)
Union sq.
643
3,561.0
6,060.93
These accounts were credited respectively with $631.46, $1,030.33, $50, $1,550.83, being the amounts allowed for old materials removed from the line of work.
Also the yard at the city's garbage plant was laid with this pavement, amounting to 478 square yards.
Total "Hassam Pavement" laid in the city during 1906, 23,430 square yards, 1.19 miles in length.
The vitrified brick pavement has been extended in Davis square, West Somerville, southeasterly on Elm street, a length of 234 feet, amounting to 788 yards, the work being done by the city (day labor) at a total cost of $2,175.38; this account was credited with $210, being the amount allowed for old materials removed from the line of the work.
This pavement was laid on a Portland cement concrete base, and the brick joints grouted with Portland cement, with tar expansion joints along the edgestone and occasionally across the street. The space occupied by the street railway tracks was left paved with the old granite blocks.
For comparison,-the average cost of laying "Hassam Pavement" in the city during the year (principally by contract) was $1.69 per square vard, including the cost of re-setting edge- stones, sidewalks, and all other incidental work; and the cost of laying vitrified brick pavement (by city day labor) was $2.76 per square yard.
New streets constructed during the past year have been more thoroughly and better built than for some time past, at least six inches of stone, after rolling, being used, and trap-rock entirely for the wearing surface. And the same method of construction should be carried out in the re-building and surfacing of old streets.
The greater part of highway construction work has been done by the city furnishing all materials, labor, etc., one street being built by contract where the contractor furnished everything required. The average cost of new street construction work, macadamizing with trap-rock, where the city furnished every-
CITY ENGINEER. 313
thing, has been fifty-six cents per square yard. and where the con- tractor furnished everything, forty-eight cents per square yard.
This shows an average cost of $1.32 per lineal foot for con- structing a street forty feet in width, having a macadamized roadway twenty-one feet wide, built by the city, day labor; and by contract was $1.12 per lineal foot, a saving of about twenty cents per foot on a forty-foot street where work is done by con- tract under proper specifications and inspection.
All new street construction work, trench work for laying water mains, etc., should be done by contract with the lowest bid- der, under proper specifications and plans drawn by the city engineer, and thereby saving a considerable percentage of cost.
Where double car tracks have been laid in streets, leaving narrow roadways on either side, it is impossible to maintain a macadam surface, even at a heavy expense yearly, and these streets should be permanently paved with a suitable permanent pavement adapted to the character of the surroundings and amount of traffic and conditions encountered.
On some of the principal streets the edgestones should be completed and gutters paved, so that the street can be properly drained in times of heavy stornis.
A plan has been made of the city ledge, situated in West Somerville, between Holland street and Broadway, showing the laying out of this property into house lots and streets; a consid- erable quantity of stone still remains on the southerly portion of this lot that can be quarried and used on street and sidewalk work to the city's advantage, and also arrangements have been made whereby the city will come into possession of the Collins and Ham ledge on Clarendon hill, West Somerville.
By using the stone from these two ledges and purchasing trap-rock, the city will have a sufficient supply of good road mate- rial for a number of years to come.
A petition of the West End street railway company for lay- ing double tracks in Mystic avenue, from the Charlestown line to the Fellsway (state boulevard), a length of about three thousand three hundred fifty feet, is still pending, as the matter between the city and Massachusetts highway commission has not, as yet, been completed, whereby the entire length of this street in Som- erville is to be constructed and maintained as a state highway.
The double car tracks in Broadway, between the Charles- town line and Broadway parkway, about three thousand seven hundred feet in length, have been re-located, at the city's request, so that a wider space (nine feet, eight inches) between the inner rails may be maintained as a grass plot; in the centre necessary poles and wires will be maintained, and all other poles and wires removed from the surface, and two roadways maintained, one on either side of the street, each twenty-five and one-half feet wide.
There are twenty nine and six-tenths miles of electric car track (single track location) laid at the present time in the city's streets.
-
-
314
ANNUAL REPORTS.
Perambulation of City Boundary Line between Somerville and Boston. In June, 1906, representatives from the city of Somer- ville and the city of Boston, duly authorized, met and examined the bounds and marks defining the existing division line between the two cities, and reported in due form to their respective boards of aldermen.
These boundary lines between the adjoining cities are perambulated every five years, and an accurate description of the same is placed on record in the city clerk's office.
Abolition of Grade Crossing. Considerable progress has been made during the past year on the abolition of railroad crossing at grade in this city, and many public hearings have been held be- fore the special commission appointed by the court for this pur- pose.
The city, being the petitioner in this matter, necessarily had to present some scheme for accomplishing what was desired, and early in the year a plan and special report was presented by the city engineer in brief, partially as follows :-
Report, accompanying preliminary plan, profiles, and sec- tions, showing proposed scheme for separating the steam rail- road and street crossings at grade on the line of the Fitchburg division of the Boston & Maine railroad through the city of Som- erville. The referred-to plan is entitled "City of Somerville, Pre- liminary Plan Showing Proposed Scheme for Abolishing Grade Crossings on Line of Fitchburg Railroad (leased to Boston & Maine Railroad) January 1, 1906, E. W. Bailey, City Engineer."
For many years past the matter of the abolition of grade crossings on the Fitchburg railroad has been a topic for discus- sion by the people of Somerville, and under earnest considera- tion by the city government, especially the more dangerous crossings located at Somerville avenue and Webster avenue, where there is the added danger of many electric railway cars passing at all hours of the day and night.
After many consultations between city and railroad officials, and the bringing of court proceedings during the past years, in consequence of such consultations, the matter has finally been referred to a special commission appointed by the court in June, 1905, consisting of three members, namely : George W. Wiggin, William F. Dana, and George F. Swain. (Mr. Dana was obliged to resign during the past year, and James D. Colt has been ap- pointed to fill the vacancy.)
A petition for the abolition of the grade crossing at Somer- ville avenue was filed in the superior court November 19, 1892, under instructions from the city government. Petitions for the abolition of all five crossings were filed June 28, 1899, and a sup- plementary petition for the abolition of the Medford-street cross- ing was filed July 28, 1900.
The general counsel of the railroad, George A. Torrey, Esq., on September 26, 1900, sent a written communication to the city
CITY OF SOMERVILLE PRELIMINARY PLAN AND PROFILE SHOWING PROPOSED SCHEME FOR ABOLISHING GRADE CROSSINGS ON LINE OF FITCHBURG R.R. (LEASED TO B.&MRR) JANUARY, 1906. E.W. BAILEY,CITY ENGINEER.
B. & L. R.R.
LOW GRADE
LINWOOD S
TO BOSTON
SOMERVILLE AVE
BRIDGE
UNION SQ
LOW GRADE HAD
ST
CHURCH ST
STREET
STREE
WEBSTER
STREET
STREET
ALLEN
NJONI 7
MERRIAM ST
CAMBRIDGE
///FITCHBURG R. R.////
STREET
LINCOLN
CLARK S
DANE AVE
ELANDS
LINCOLN
PARK
JOSEPH
M'TO.
VILL AGE ST
DANE ST
SAC
SCALE
500 FT.
1000 FT.
BEACON ST
BRIDGE
40 PT
400
SOMERVILLE AVE BRIDCE
PROPOSED GRADE OF TRACKS RATE 0.11%
PROPOSED GRADE OF TRACKS RATE 0.45%
NEW
PROSPEC
MEDFORDST
IOPT
E
11000FT
10000FT
9000FT
8000FT
7000FT
600QFT
5000FT
4000FT
2000FT
1060FT
---
SOMERVILLE AVE
AK SQ
STREET
STREET
TYLEN ST
DANE
15
STRE
GRAND JUNC.
SOUTH
1
TYPICAL SECTION OF STREETS AT CROSSINGS.
A&L.R.A BRIDCE
SOFT
PRESENT
GRADE
KRI MTO ST
OKENT ST
PARK ST
I VINE ST
DANE ST
WASHINTON
WEBST
-
FITCHBURGS
SOMERVILLE. ..
SOMERVILLE AVE
LAKE
FITCHBURG R.R.
WARD
ST
BEACON ST
-------¿ TYLINE ==
PROPOSED GRADE OF TRACKS RATE 0.44%
OF TRACKS
WASHINGTON
MEDFORD
.R.
315
CITY ENGINEER.
solicitor, requesting, in behalf of Mr. Tuttle, the president of the Boston & Maine railroad, that the matter be allowed to rest for a while without further action; and that it would be useless to take up any of the crossings separately, as the commission would undoubtedly decide that they must be dealt with at the same time.
Partly in consequence of this request, no further action was. taken by the city until January, 1905, when the city solicitor was instructed to take up the matter in earnest. During all the inter- vening time, the general sentiment of the community was strongly in favor of the abolition of the crossings, and any further unnecessary delay would be greatly regretted, and it would seem that the city had already shown all reasonable consideration to the desire of the railroad company for postponement.
The records at the office of the railroad commissioners show inany accidents at the crossings to travelers upon the highways. Among the accidents recorded are the following :-
September 8, 1904, at Somerville avenue, a man fatally in- jured.
July 14, 1904, at Medford street, a man killed.
April 9, 1903, at Somerville avenue, a man killed.
January 25, 1901, at Medford street, a horse killed, wagon destroyed, and man injured.
August 1, 1901, at Somerville avenue, a man killed.
August 4, 1900, at Webster avenue, a man fatally injured.
February 10, 1900, at Somerville avenue, a man fatally in- jured.
January 28, 1899, at Somerville avenue, a man fatally in- jured.
June 4, 1899, at Medford street, a man killed.
March 28, 1898, at Webster avenue, a man fatally injured.
August 4, 1898, at Medford street, a man killed.
September 21, 1898, at Webster avenue, a man injured.
August 19, 1897, at Webster avenue, a man seriously injured.
October 30, 1897, at Medford street, a woman injured.
May 11, 1895, at Somerville avenue, a woman fatally injured.
November 13, 1895, at Medford street, a man injured.
December 12, 1895, at Somerville avenue, a man fatally in- jured.
All the above are stated to have been travelers on the high- ways.
In making a study of the problem at the various crossings, after making surveys and the collection of various data, it would seem that the elevation of the railroad tracks at a majority of the crossings would be the most feasible solution, much the less expensive, as well as the best for all concerned, owing to objec- tionable grades and heavy damages if the city streets were ele- vated, or, in the case of a depression of tracks, the danger of flooding the roadbed, as the greater part of the territory is at a low elevation and flat grade, being not much higher than high tidal water.
The total change in grade between street and railroad would be materially less if the railroad is put overhead than if the high-
316
ANNUAL REPORTS.
way is put overhead, the clearance required by the highway be- ing considerably less ; and the general topography of the territory being comparatively level on each side of the railroad location, the natural treatment would be the elevation of the railroad tracks, the earth embankments, where possible, to be grassed, and trees and shrubs planted on the slopes. Also, the raising of the tracks would not seriously interfere with the regular and continuous operation of the road during construction work.
The Fitchburg division of the Boston & Maine railroad, for- inerly the Fitchburg railroad, passes through the southerly por- tion of the city of Somerville, extending from the Boston line at Charles river, westerly to North Cambridge at Massachusetts avenue.
This line at the present time, in passing through the city from the east, crosses under the Southern division of the Boston & Maine railroad (formerly the Boston & Lowell railroad) Somer- ville avenue at grade, Medford street at grade, under Prospect street, Webster avenue and Newton street at grade, under Wash- ington street, Dane street at grade, cutting off Vine street, Park street at grade, cutting off Kent street and Sacramento street, under Beacon street, and thence into the city of Cambridge, a total of eleven crossings.
Heavy freights are carried over this railroad daily to the large slaughtering and packing houses located on the line in the casterly part of the city, where there are extensive railroad freight vards, and there are many other local manufacturing and business establishments located along this line of railroad requiring the transportation of large quantities of freight. By this proposed plan no great change is made in the grade of the present tracks in the large freight yards, and along the line of the railroad in other places sidings can be so constructed that very little altera- tion will be required in the grade of the present spur tracks, and in a number of places a benefit will be derived by elevating.
There are two passenger stations located on this railroad within the city limits, one at the Webster-aventie crossing, the other at the Park-street crossing.
The following compiled data, from actual count, shows the traffic at the various grade crossings for a period of twenty-four hours in July, 1905 :-
TRAFFIC IN PERIOD OF TWENTY-FOUR HOURS.
Location of Crossing.
Wagons.
Car- riages.
Pedes- trians.
Elec. R'y Cars.
Bicy- cles.
Automo- biles.
Steam Trains.
At Somerville avenue
1,399
100
1,761
At Medford street
1,347
7
4,243
293 .... 483
75 65
5
383
At Webster avenue
1,115
117
5,007
164
50
159
At Dane street
260
24
2,044
....
18
· 2
148
At Park street
179
58
2,138
....
89
8
145
5
269
317
CITY ENGINEER.
The following compiled data, from actual timing, shows the total time that gates were down at the various grade crossings for a period of twenty-four hours in March, 1906 :-
Location of Crossing.
Total time gates were down and street traffic delayed in pe- riod of twenty-four hours.
Longest time gates were down at any one time during period of twenty-four hours.
At Somerville ave. At Medford st.
5 hours, 37 min., 50 sec. 8
39
5 66
5 minutes, 30 seconds 17 50
At Webster ave. and
Newton st.
3
38 6 30"
8
0
The proposed scheme for the separation of the highway and railroad grades on the Fitchburg division of the Boston & Maine railroad through the city of Somerville in general is as follows (all elevations refer to Somerville city base, which is approxi- mately mean low water) :-.
At Somerville avenue the railroad tracks remain at their present grade at elevation 16.2 ; Somerville avenue to be elevated sufficiently to pass over the railroad location. West of Somer- ville avenue the railroad tracks commence ascending gradually on a grade of 0.45% to Medford street, at elevation 20.6, raising the present tracks at this point 4.8 feet; (Medford street passing under the railroad by a subway) thence the railroad ascending by the same rate of grade (0.45%) to Prospect street, at elevation 29.2, raising the present tracks 15.4 feet ; (Prospect street passing under the railroad, instead of over, as at present) thence the rail- road ascending by the same rate of grade (0.45%) to Webster avenue and Newton street, at elevation 30, raising the present tracks 14.6 feet; (the highways passing under the railroad at nearly their present elevation) thence the railroad ascending on a grade of 0.11% to Washington street, at elevation 31.2, raising the present tracks 17.4 feet; (Washington street passing under the railroad, instead of over, as at present) thence the railroad ascending by the sanie rate of grade (0.11%) to Dane street, at elevation 33, raising the present tracks 16.6 feet; (Dane street passing under the railroad at nearly the present elevation) thence the railroad ascending by the same rate of grade (0.11%) to Vine street, at elevation 33.5, raising the present tracks 16.3 feet ; (Vine street passing under the railroad, where at present it is cut off completely) thence the railroad ascending by the same rate of grade (0.11%) to Park street, at elevation 33.9, raising the present tracks 15.1 feet : (Park street passing under the railroad at a little lower elevation than at present) thence the railroad ascending by the same rate of grade (0.11%) to Kent street, at elevation 35, raising the present tracks 14.7 feet; (Kent street passing under the railroad where at present it is cut off) thence the railroad de- scending on a grade of 0.44% to Sacramento street, at elevation
318
ANNUAL REPORTS.
32.2, raising the present tracks 9.6 feet ; (Sacramento street pass- ing under the railroad by a subway where at present the street is cut off) thence the railroad descending by the same rate of grade (0.44%) to Beacon street, where it meets the present grade of tracks at elevation 25.6.
The total length of this change in the railroad tracks (gradu ally ascending by 0.45% and 0.11% grades, respectively, and thence gradually descending by 0.44% grade) is 9,500 feet.
Sections of the railroad location would be built on earth em- banknients with side slopes, and the remainder with retaining walls and a solid fill.
The changes in the various highways by this proposed plan would be as follows :-
Somerville avenue would be raised 19.5 feet at the railroad, and pass over the tracks on a bridge having a head-room of six- teen feet in the clear, the proposed grade of the roadway of the elevated street on both sides of the railroad to be at the rate of 3.5%, and constructed only two-thirds (fifty feet) of the width of Somerville avenue. This would give a roadway as wide as the present avenue between edgestones, the remaining one-third (twenty-five feet) of the avenue to be maintained at its present grade for admittance of teams, etc., to the abutting property. The portion of this proposed elevated structure south of the rail- road to be built on the northeasterly side of Somerville avenue, and the portion north of the railroad would be built on the south- westerly side of the avenue, with the low grade roadways on the opposite sides, respectively, as shown on the accompanying plan.
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