USA > Massachusetts > Suffolk County > Boston > Sketches of Boston, past and present, and of some places in its vicinity > Part 12
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From this avenue there are excellent roads leading to Roxbury, Brook- line, Brighton, and Watertown, which are very extensively travelled. Be- sides the income from the mill-privileges, the corporation receives a toll, which is granted by the act of incorporation to be perpetual.
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BOSTON BRIDGES AND FERRIES.
V. BOSTON FREE BRIDGE.
Within two years after the erection of the Boston South Bridge, an attempt was made for another to run from Sea street to South Boston. Many other attempts have been made since that time, to establish a bridge at this place, but they were strongly opposed till the passage of an Act March 4, 1826, authorizing the erection of the present bridge. The con- mittee of the Legislature, to whom was referred the subject, gave this reason for reporting in favor of the bill : " that if the public good or public inter- est required that the proposed bridge should be constructed, then the prayer of the petition should be granted; that indemnification should be made for property taken for the use of the bridge, but to no greater extent ; that the navigable waters being public property, the Legislature had the right to control the use of them. The committee therefore considered the only question arising was, whether the public exigency required this bridge. It appeared that about 100,000 people, if this bridge were erected, would be saved a travel of one mile by coming from the south shore over this bridge, instead of over the Neck; that an increasing intercourse would take place between the centre of business in the city and South Bos- ton, and the distance be lessened half a mile, which in a dense popula- lation was equal to ten or twenty miles in the country. The only objec- tions to this bridge arose from persons in Roxbury, at the south end of Bos- ton, and from a part of the proprietors of the present bridge; that it did not appear that any others would be injured, and that these persons would not be injured to the extent they imagined. It was admitted that the nav- igation might be made a little inconvenient, but not so much so as was ex- pected. It appeared that the present channel might, by individual right. be narrowed to three hundred feet, which would increase the current more than the proposed bridge; that the present current was about one mile the. hour, while that at Charlestown Bridge was three miles; that the increase to the price of wood, if the bridge were erected, would be only six cents the cord; and that with one or two exceptions all the bridges in the State had been granted without any indemnity for consequential damages, other than compensation for property converted to the use of such bridges. The cont- mittee came to the conclusion, that no person ought to claim damages for an interruption of navigable waters; that these waters were held by the Legislature in trust for all the citizens, and that no individual had the right to be secured indemnity for damages arising therefrom, when the public accommodation required such interruption."
This bridge was completed in 1823, by a company of gentlemen who were proprietors of lands at South Boston, and by residents of that sec- tion, and who transferred it to the city in October.
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BOSTON BRIDGES AND FERRIES.
VI. WARREN BRIDGE.
The subject of erecting a free bridge to lead from Boston to Charlestown was agitated in 1822. Subscriptions were raised, and a petition presented to the Legislature for an act of incorporation, which was opposed with great skill and perseverance by the friends and proprietors of Charles River Bridge. The subject before the Legislature was deferred from one session to another, till the winter of 1827, when a bill for a free bridge passed both houses, and only wanted the Governor's signature to become a law. The Governor returned the bill, with a message, giving his reasons for not sign- ing it. The petition was again renewed, but so varied as to make a toll bridge. Great principles were involved in this subject, which the repre- sentatives of the people calmly and deliberately considered before they de. cided. The final bill was passed in the House of Representatives, February 20; yeas 152, nays 134. In the Senate, March 9; yeas 19, nays 17, and the Governor approved the act March 12, 1828. The distinction which was said to have been made by the Governor, between this bill and the one to which he refused his sanction the year previous was, that the Legisla. ture had, in the passage of the present act, virtually decided that the pub- lic convenience and necessity, aside from consideration of tolls, required another avenue over Charles River, which was not the case with the pre- vious bill.
The erection of this bridge was commenced on the 11th of June follow- ing, and while in progress, the proprietors of Charles River Bridge made an application to the Supreme Judicial Court on the 28th of June, by a bill in Equity, for an injunction against further proceedings in the erection of Warren Bridge. The court decided that the time for hearing should be ex- tended to the 5th of August, and a special session was held at that time, acting as a Court of Chancery, when Messrs. Shaw, Gorham, and Webster, appeared as a counsel for the applicants, and Messrs. Fletcher and Aylwin, for the respondents. After hearing the parties by their counsel, on the 12th of August the court refused to grant the injunction ; but at the same time informed the defendants that they proceeded at their peril; if the court should afterwards, in deciding on the merits, pronounce the act void, they would loose all they laid out. In October, 1829, the case was heard on the merits, and went in favor of the Warren Bridge proprietors. The court being two and two, the Chief Justice (Parker) said, "as no decree for relief can be passed, there will be a decree against the plaintiffs, in or- der that they may avail themselves of the right secured by the Constitu- tion and laws, of a revision by the Supreme Court of the United States, where it is highly proper that this question, depending, as I think it does, mainly on the Constitution of the United States, should be ultimately de. cided." Accordingly, the case was carried to the Supreme Court of the United States, and was argned at the next term, February, 1830, the last
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week of the term; the court intending to give their opinion at their next meeting ; but in consequence of sickness and death from time to time, the six judges who heard the cause argued, never assembled together again. At the January term of the court, 1837, the cause was again argued before a full bench, by Messrs. Dutton and Webster, for Charles River Bridge, and by Messrs. Greenleaf and Davis for the Warren Bridge, and decided in favor of the latter.
This bridge was so far finished by the 25th of September, 1828, as to ad- mit of persons walking over it, and was opened as a public highway on the 25th of December following. It is a more complete and elegant struc- ture than any other bridge in Boston. It is placed on 75 piers, about 18 feet from each other, and measures 1,390 feet long ; is 44 feet wide, allow- ing 30 feet for the carriage-way, and seven feet on each side, which is railed, for foot passengers. The floor of the bridge consists of hewn tim- ber, one foot thick, on which is spread four inches of clay, then a layer of gravel six inches, over the whole surface, and finished by Macadamizing eight inches thick ; making the whole thickness of the bridge 30 inches. This bridge is placed lower than any of the other bridges, that the timbers might be occasionally wet by the highest tides, which it is supposed will tend to their preservation.
The proprietors were granted a toll, the same as the Charles River Bridge, until reimbursed the money expended, with five per cent. interest thereon, provided that period did not extend beyond the terin of six years from the first opening of the bridge; at which time (or sooner if the re- imbursement by the receipt of tolls should permit) the bridge was to re- vert to the State in good repair. By the act of incorporation the proprie- tors were required to pay one half the sum allowed Harvard College, annually, from the proprietors of Charles River Bridge. This bridge was declared free March 2, 1836, with a surplus fund on hand, accruing from tolls, of $ 37,437, after paying all expenses of erecting the bridge, and keeping the same in repair ; since which, the interest of the fund has kept the bridge in repair and paid expenses.
VII. WINNISIMMET FERRY.
This ferry, which has become an important avenue to the city, is be- tween the northerly end of Hanover street and Chelsea, and is one mile and three eighths in length. It is the oldest ferry in New England, and is he- lieved to be the earliest established in the United States. Its name is de. rived from the Indian name of Chelsea.
There are five steam ferry-boats, for the transportation of passengers, horses and carriages. Some one of these leaves each side every ten or fif- teen minutes from sunrise to 11 o'clock at night.
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BOSTON HARBOR.
VIII. EAST BOSTON FERRY
Is a short ferry between North and East Boston, established by a li- cense from the City Government in 1835, and is owned by an incorporated company. There are three large steamboats, two of which are constantly plying from daylight until 12 at night, every day in the year. Tolls :- For foot passengers, 2 cents each way ; yearly ticket for a family consist- ing of two persons, $ 8.
BOSTON HARBOR.
THE Harbor extends from Nantasket to the city, and spreads from Chel- sea and Nahant to Hingham, containing about 75 square miles. It is be- spangled with upwards of 50 islands or rocks, and receives the watery from the Mystic, Charles, Neponset, and Manatticut Rivers, with several other smaller streams. The most noted islands are Governor's Island and Castle Island, both of which are fortified: the former is now called Fort Warren, the latter Fort Independence. They lie about two and a half miles easterly from the city, dividing the inner from the outer harbor, about one inile distant from each other, and the only channel for large ships passes between them. Belle Isle and East Boston lic to the northeast of the
city on the Chelsea coast, which, together with most of the islands in the harbor, come within the jurisdiction of the city. Deer Island, about five inile east, and Long Island, about five and a half cast by south, command the outer harbor. Thompson and Spectacle Islands lie southeasterly to- wards Squantum, and within the parallel of Long Island. Rainsford, or Hospital Island, is about one mile southeasterly from Long Island. Gallop, George, and Lovel's Islands, lie cast by south, from seven to eight miles from Boston, and between Broad Sound and Nantasket Road. Pethick's Island lies south of Nantasket Road, or Hingham Bay. The Lighthouse Island, on which the Lighthouse stands, lies south 69 deg. east, 8% miles. The Brewsters, Calf Island, Green Island, &c., lie northerly from the Light- house, forming a chain of islands, rocks, and ledges about three miles, to the Graves Rocks, between which no ships attempt to pass. The water in this harbor is of a sufficient depth to admit 500 ships of the largest class to ride at anchor in safety ; while the entrance is so narrow as scarcely to admit two ships abreast. Boston is finely situated for commerce, and has more shipping than any other city in the United States, except New York. The wharves and piers are extensive, - provided with spacious stores and warehouses, with every convenience for the safe mooring and securing of vessels.
The city exhibits a very picturesque and beautiful view when approached from the sea, and its general appearance is mnuch admired by strangers.
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FANEUIL HALL.
FANEUIL HALL.
The history of Faneuil Hall, which has been very properly styled the "Cradle of American Liberty," is intimately connected with that of our country. The original building, commenced in 1740, was the noble gift of Peter Faneuil, Esq., to the town of Boston, for a town hall and market place. The inside woodwork and roof of this building were destroyed by fire on the 13th of January, 1761. It was again repaired in 1763, with some slight alteration in the work, but the size of the building remained the same, two stories high and 100 feet by 40. The enlargement, by which it was extended in width to 80 feet, and a third story added, was proposed by the selectmen in May, 1805, and completed in the course of the year. The building has a cupola, from which there is a fine view of the harbor. The great hall is 26 feet square, and 28 feet high, with galleries of three sides upon Doric columns; the ceiling is supported by two ranges of Ionic colunms ; the walls enriched with pilasters and the windows with archi- traves, &c. Platforms under and in the galleries rise amphitheatrically to accommodate spectators, and from trials already made on various occa- sions of public interest, it appears favorable for sight and sound.
The west end is decorated by an original full length painting of Wash- ington, by Stuart, presented by Samuel Parkman, Esq., and another paint- ing of the same size, by Col. Henry Sargent, representing Peter Faneuil, Esq., in full length, copied from an original of smaller size.
Above the great hall is another 78 feet long and 30 wide, devoted to the exercise of the different military corps of the city, with a number of apartments on each side for depositing the arms and military equipments, where those of the several Independent Companies are arranged and kept in perfect order. The building also contains convenient offices for the Overseers of the Poor, Assessors, &c.
During the summer of 1827, the city government thoroughly repaired the building and divided the lower story, which had formerly been used for a market, into eight elegant and convenient stores, which give to the city upwards of 8 4,600 per annum. The building was at the same time painted a light Portland stone color.
In the annals of the American Continent, there is no one place, more distinguished for powerful eloquence, than Faneuil Hall. That flame which roused a depressed people from want and degradation, arose from the altar of Liberty in Faneuil Hall. The language which made a mon- arch tremble upon his throne for the safety of his colonies, and which in- spired New England with confidence in a cause, both arduous and bold, unprepared and unassisted, against a royal bulwark of hereditary authori- ty, had its origin in Faneuil Hall. Those maximns of political truth which have extended an influence over the habitable globe, and have given rise to new republics where despotisin once held a court, glutted with the
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FANEUIL HALL MARKET.
blood that would be free, were first promulgated in Faneuil Hall. Tyran- ny, with all its concomitant evils, was first exposed, and the great ma- chine of human wisdom, which was to emancipate man from the rapacious jaws of the British lion, was put in active operation in Faneuil Hall. The story of our country's future greatness, her power, her learning, her magnitude, her final independence, was told prophetically in the same im- mortal forum.
FANEUIL HALL MARKET.
Faneuil Hall Market is situated at the east end of Faneuil Hall, between two streets called North and South Market Streets, having two streets passing at right angles at the east and west fronts, the one being 76 feet, and the other at the east end, 65 feet wide. North Market street is 65 feet wide, the South 102 feet, each street having a range of stores four stories high with granite fronts; the range of stores on the north side 520 feet, and 55 feet deep; on the south 530 feet,. and 65 feet deep; (an arched ave- nue in centre of each range, five feet wide, communicating with the ad- joining streets ;) the facade of which is composed of piers, lintel, and arched windows on the second story. The roofs are slated, and the cellars water-proof. The beight and form of the stores were regulated by the conditions of sale. The purchaser was required to erect, within a limited time, a brick store with hammered stone front, (granite piers) in strict conformity with a plan drawn by Mr. Alexander Parris.
The first operation for locating and building this spacious and superb market house commenced on the 20th of August, 1824, by staking out the ground for the same, and for the North Market street; the old buildings standing on the premises having been previously purchased by the city, but not removed.
Shortly after the razing of these buildings, the filling up of the docks, and other work, necessary for clearing the wide area, and preparing for laying the corner stone of the structure, were simultaneously entered upon, and carried through, to the raising of the splendid dome, without the in- tervention, we believe, of a single accident, or occurrence affecting hu. man life.
The corner stone of this building was laid with much ceremony. The plate deposited beneath it bears the names of the Mayor, Aldermen and Common Council, Building Committee and principal Architect, besides the following inscription : - " Faneuil Hall Market, established by the city of Boston. This stone was laid April 27, Anno Domini MDcccxxv. In the forty-ninth year of American Independence, and in the third of the incorporation of the city. John Quincy Adams, President of the United States. Marcus Morton, Lt. Governor and Commander-in-Chief of the
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FANEUIL HALL MARKET.
Commonwealth of Massachusetts. The population of the city estimated at 50,000; that of the United States 11,000,000."
In length it is 555 feet 9 inches, in width 50 feet, wholly built of gran- ite, having a center building 74} by 55 feet, projecting 2} feet in the north and south fronts. From the centre buildings are wings on each side, 173 by 500 feet, the wing continues from a projection of 6 inches, 46 feet 3 inches, and 51 feet in width, on each facade of which are 5 antaes, pro- jecting 6 inches, finishing with a portico at each end of the building, projecting 11 feet 7} inches. The porticos consist of 4 columns, 3} feet diameter at base, and 2 feet 10 inches at neck, each shaft in one piece, 20 feet 9 inches long, with a capital of the Grecian Doric. The columns sup- port a pediment, the tympanum of which has a circular window for ven- tilation. The wings are of two stories, the lower one 14 feet, the upper 11} feet, the lower windows have circular heads. The building is finished with a Grecian cornice 16 inches in depth, and 21 inches projection, worked in granite. The roof is slated, and gutters copper. The height of the wings from the sidewalk to the top of the cornice is 31 feet.
The facade of the centre building, up to the under side of the second story windows, is composed of five recesses of piers and arches of grooved ashler, on the top of which are again formed recesses by antaes, support- ing a frieze and cornice, similar to the wing building ; in each recess is a circular headed window, the centre a Venetian ; on the top of the cornice is a blocking course, and an octagon attic, 6 feet high, with two elliptical sawtells, surmounted by a dome covered with copper, and crowned by a lantern light. At each angle on top of the centre building is a pedestal, in which are placed the necessary flues.
The whole edifice is supported by a base of Quincy blue granite, 2 feet 10 inches high, with arched windows and doors, communicating with the cellars.
The building is approached by 6 steps of easy ascent; each wing has 6 doors. The centre building in the north and south front, a pair of folding doors, enter a passage 10 feet wide, paved with brick, laid on ground arch- es; the wings have also a passage way of smaller dimensions to corres- pond.
The principal entrances are from the east and west porticos, which com- municate with the corridor, 512 feet long, 12 feet wide, with entablatures, finished with a cove ceiling. The interior is divided into 129 stalls, and occupied as follows, viz: 14 for mutton, lamb, veal and poultry ; 2 for poultry and venison ; 19 for pork, lamb, butter and poultry; 45 for beef; 4 for butter and cheese ; 19 for vegetables; and 20 for fish.
On the south front are four doorways opening to staircases, leading to the second story, in the centre of which is a hall, 70 by 50 feet, having a dome, springing from four segmentai arches, ornamented with panels and rosettes, inthe crown of which is an elliptical opening, 14 by 12 feet.
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GRAND JUNCTION RAILROAD.
THE GRAND JUNCTION RAILROAD.
It is the design of this corporation to establish an extensive freight de- pot, at East Boston, adjoining the Eastern Railroad and British Steam. ship Depots, on the deepest and best sheltered part of Boston harbor, for the accommodation of, and forming a junction with, the several railroads terminating in Boston. The area of this depot is about thirty-five acres ; and, united with the Eastern, which it adjoins, makes one grand freight de- pot, for the shipping interest, of fifty acres; extending from the Ferry wharf, southerly, on Marginal street, 2,150 feet, and westerly, 1,100 feet, to the Commissioners' Line, in the harbor-channel. It is more particular- ly designed, however, for the great Northern line of roads now built and in progress of construction through the principal manufacturing districts of this State, and thence through New Hampshire and Vermont into both Canadas, and reaching Northern New York at Ogdensburgh, on the St. Lawrence, at the mouth of the Oswegatchie, connecting Boston by the shortest and most expeditious route with the great West. By the estab- lishment of this depot, the carrying trade of the Canadas will be secured to the United States, and more especially to Boston.
SAMUEL S. LEWIS, EsQ., is the projector of this enterprise, and we are glad to observe that some of our most intelligent and energetic citizens are associated with him in carrying it out.
The Railroad connecting the Depot lands at East Boston with the East- ern, Boston and Maine, and Lowell and Fitchburg roads, is nearly graded, and will be completed and in operation in the summer of 1851.
The charter of this company allows any other railroad corporation to establish depots on their premises, and authorizes such railroad corpora- tions as may establish depots there, to hold lands necessary therefor, in fee simple, or otherwise. Boston, from its favorable position, being nearer than New York to the Upper and Lower British Provinces, and also to Europe by sailing vessels, from four to seven days, and by steam, from one and a half to two days, is destined to become a great export city, when her railroads now in progress of construction shall have reached the Canadas, the Lakes, and the great West, affording facilities to bring to her port for shipment the vast products of the West. The road is now com- pleted to Ogdensburgh, and the advantages of Boston as a shipping port will be more fully developed, and will be found equal to any in the Union. It is also predicted that by our railroad connections, commencing at the de. pot of this Company, on the deepest water in the harbor, extending and communicating with both the Canadas by the shortest and most expedi- tious route, Boston will also become the port of entry for the Canadas, and that goods arriving here in the steamships, after a passsage of twelve to thirteen days, may be delivered in Montreal and Upper Canada within fifteen days of their shipment in Liverpool, and chargeable with no other
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EAST BOSTON.
expenses than freight on shipboard and railroad ; thus placing the Canada importer, by the way of Boston, on an equal footing as to time (and with but trifling additional expense) with the New York importer via Boston.
"The objects of this Company, though somewhat various, are all and eminently designed to promote the trade and commerce of the city ; to fa- cilitate the operations of commerce with the interior trade of the country ; to aid in distributing the productions of other countries, and in the export trade of our own. By the use of our wharves and railroad, the cars for the interior are brought into immediate connection with vessels from every port, and the freight of the ship may be exchanged for that of the cars without any other agency than that afforded by the accommodations of this Company. A ship from England may unload her cargo of merchandise to go to Canada, on one train of cars, and receive her cargo of flour for the return voyage from the next. Or, by our warehouses, the same cargo of merchandise, or the same freight of flour, may be placed in store or bond until required, and it will be seen that whatever the commodity, wherever it came from, or where designed to be sent, the saving of expense in the facilities afforded by this Company would equal a large part of the cost of conveying it to the interior from the ship, or to the ship from the interior.
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