USA > Massachusetts > Middlesex County > Somerville > Somerville, past and present : an illustrated historical souvenir commemorative of the twenty-fifth anniversary of the establishment of the city government of Somerville, Massachusetts > Part 7
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Residence of CHARLES B. SANBORN, 26 Adams Street.
Residence of Dr. H. D. OSGOOD, 6 Highland Avenue.
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ces appeared before the strong works of the rebels at Moseley Creek previ- ously reconnoitred by the Regiment, and which by a simultaneous attack in front and rear were soon captured, with two hundred prisoners and five hundred stand of arms, together with horses, wagons and ammunition.
The remaining service was principally picket and similar duty. The Regiment was highly complimented by General Foster for its faithful ser- vice. It returned to Boston June 26, and was mustered out at Wenham on July 2.
COMPANY B, FIFTH REGIMENT. - ONE HUNDRED DAYS.
On July 25, 1864, the Fifth was for the third time mustered into the ser- vice, and on the 28th, under Colonel George H. Peirson, again left for the field. Arriving at Baltimore, they went into camp at Mamkin's Wood. Their service lasted one hundred days, the term of their enlistment, during which time they did garrison duty at Forts McHenry and Marshall in Bal- timore, and guard duty at the "Lazarette Magazine," and in charge of prisoners. They arrived home November 7, 1865, and were mustered out November 16.
COMPANY E, THIRTY-NINTH REGIMENT. - THREE YEARS.
The " Somerville Guard," under command of Captain Frederick R. Kinsley, Company E, Thirty-ninth Regiment, which was mustered into ser_ vice August 12, 1862, first went into camp at Lynnfield, and then at Boxford, Massachusetts. From the latter place, on September 6, it left for Washing- ton, arriving on the Sth. On the 9th, the Regiment was ordered to "Camp Chase," across Long Bridge. From this time until the next July, it formed part of the force guarding the line of the Potomac, and the City of Wash- ington and other important points in that department. On the 9th of July, 1863, it was ordered to Harper's Ferry, and, on arriving, marched at once to Maryland Heights. On the 13th, it joined the Army of the Potomac. forming a part of the Second Division, First Army Corps. From this time the Regiment was under constant marching orders, guarding positions, sup- porting cavalry and kindred service, until November 27, when it confronted the enemy at Mine Run.
On the 28th, Companies E and C were deployed as skirmishers, cover- ing the front of the brigade during the engagement. There they remained in line of battle until December 1, when the Union Army retreated. No movement of importance occurred after this until May, 1864, at which time the Regiment took part in the campaign of the Wilderness, where on the 5th, 6th and 8th, it had engagements at Brock's Pike and Laurel Hill, driv- ing in the enemy's cavalry and battery, but, finally meeting with superior numbers posted behind breastworks, the Regiment was forced to fall back. On the 10th, it was again in the front under heavy infantry and artillery fire, and here Lieutenant Edwin Mills of the Somerville Company was among the wounded.
The Regiment soon after marched to Spottsylvania. and on the 26th, to
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Bethesda Church, where, as skirmishers, it remained almost continually en- gaged until June 5. On that night it quietly withdrew. After various marches it arrived at Petersburg on July 16, remaining exposed much of the time to the fire of artillery and sharpshooters in its vicinity, until August 18, when it joined the expedition against the Weldon Railroad, and immediately en- gaged the enemy, the action being continued on the 19th. In this battle, Colonel Peirson was dangerously wounded, Captain Fred. R. Kinsley taken prisoner, and Lieutenant J. H. Dusseault wounded, both the latter of Com- pany " E" (Somerville).
The loss of the Regiment in these two days was eleven killed, thirty-two wounded and two hundred and forty-five missing. After many vicissitudes, skirmishes and arduous marches, the Regiment, on December 7, found it- self again near the Weldon Railroad as skirmishers and in action with the enemy, after which, and destroying the railroad by burning its ties and bending its rails, the Regiment was ordered to cover the rear of the army (now falling back), which was greatly annoyed by the enemy's cavalry.
The casualties of the Regiment during 1864 were thirty-five killed, one hundred and ninety-one wounded, and two hundred and eighty-nine missing and prisoners.
On February 6, 1865, the Regiment held the right of the line in the ad- vance at Dabney's Mills, where the enemy's works, though finally taken, had to be abandoned by the captors for want of support. The assault was re- newed on the 7th, but was again unsuccessful.
On the 10th the Regiment broke camp and went into winter quarters near Hatcher's Run.
In March the spring campaign opened, and on the 31st a move was made to Gravelly Run, where the enemy in strong force opened the attack, pushing back the 39th, which had been hurriedly deployed as skirmishers, and which left many dead and wounded on the field. Later, upon the arrival of reinforcements, the lost ground was regained. In this action Lieutenant- Colonel Tremlett was mortally wounded, and Somerville lost her heroic son, Captain Willard C. Kinsley, who was wounded, and died the next morning. Speaking of him, the official account of the battle says, " The Regiment lost one of its most popular and loved officers, as well as one of its best soldiers."
On the next day, April 1, the Corps united with Sheridan's Cavalry at Five Forks, the Regiment taking part in the charge and victory of that day. It occupied a position near the center of the line, and the report says, "This battle of Five Forks was the most successful one that the Regiment was ever engaged in. Almost the entire force opposed to us was captured, and their rout was complete."
By the 9th of April, the 39th was at Appomattox Court House, where soon after its arrival " all hostilities suddenly ceased, and later in the day, the entire army opposed to us surrendered."
On May 1, the Regiment began its march to Washington. It was now under the command of Major F. R. Kinsley, the former Captain of Com- pany E (Somerville Guard), who, from the previous August until recently,
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A. B. GOOKIN.
FREDERICK M. STODDER.
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had been a prisoner in the hands of the Confederates. It arrived at Arling- ton Heights on May 12, and took part in the "Grand Review," at Washing- ton, on May 22. On June 2, it was mustered out of the United States service, and arriving in Massachusetts went into camp at Readville, where soon after it was paid off, and returned home.
NUMBER OF MEN IN THE WAR.
During the war, Somerville, according to Captain Cunningham, its recruiting agent, enlisted one thousand four hundred and eighty-five men, or one hundred and forty-seven more than were called for, of whom ninety- eight were killed or died in the service, and about two hundred and fifty were wounded, and many taken prisoners.
Besides the regular organizations whose services, as Somerville com- panies, have been sketched, there were hundreds of others in the various regiments of this and other States, and in the regular army and the navy, under Butler, Banks, Grant, Farragut and other commanders. Their per- sonal services and sufferings in the war, though most worthy of record, cannot, in the space allowed, be here written.
THE MARTYR ROLL.
The following is the Roll of those who gave their lives for the Union.
Killed in Battle or Died of Wounds.
August Benz,
Edmund H. Kendall,
Anton Otto,
Edward E. Brackett,
David Kendrick,
Jeremiah T. Paine,
William Berry,
Willard C. Kinsley,
William D. Palmer,
Martin Bradburn,
Edward P. Light,
William Plant,
William Connellon,
Edward McDonald,
Robert Powers,
Frank E. Doherty,
Patrick McCarty,
Fred. G. Pruden,
Michael Driscoll,
William McDonald,
William Reeves,
Frederick A. Galletly,
Owen McIntire,
John Van De Sande,
Eugene B. Hadley,
James McLaughlin,
C. C. Walden,
Edward F. Hannaford,
Corporal (?) Moran,
John F. Waldon,
William M. Herbon,
James Millen,
William W. Wardell,
Nathaniel Hazeltine,
James Moran,
Nathan W. Wilson.
Caleb Howard,
N. Fletcher Nelson,
Died in Hospital, Camp, or Prison.
George W. Ayres,
Charles L. Carter,
David Gorham,
Henry Ashton,
Edwin D. Cate,
George H. Hatch,
Jonathan Atkinson,
Michael Clifford,
Patrick Hayes,
Luther V. Bell,
John W. Coffee,
Moses Hazeltine,
William H. Bartlett, William Blackwell,
Norman Davis,
George Hiscock,
Frederick A. Glines,
John Holland,
John Ducey, Samuel O. Felker,
H. McGlone,
William P. Ruggles,
J. McGuire,
John H. Rafferty,
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John E. Horton,
Francis McQuade,
Sumner P. Rollins,
Henry E. Howe,
Charles M. Miller,
Patrick Sheridan,
Richard J. Hyde,
William F. Moore,
William E. Spurr,
Charles G. Jones,
Henry McVey,
Alonzo W. Temple,
E. F. Kenniston, J. W. Langley,
Thomas Neville, John ()'Brien,
Frank W. Thompson, Samuel G. Tompkins, William H. Blackwell,
Alvin G. Lovejoy,
Francis J. Oliver,
Washington Lovett,
Charles H. Perry, John S. Van Cluff,
Elias Manning,
Albert W. Phillips,
Isaac C. Whittemore,
Louis Mathi,
Timothy H. Pitman,
Joseph W. Whitmore,
Edward McDonald,
Leonard F. Purington, Charles Young.
Missing. John S. Roberts, Albert E. Mitchell.
James Cafferty,
This list may not be complete, and is probably otherwise imperfect, as the records are meagre.
In the years to come, when the sorrows of the widow and orphan are forgotten, Somerville will still recall with, perhaps, increasing pride, the services of her soldiers in the Union Army in the Civil War. Their memory deserves a more lasting tribute than tradition, and the city has well begun upon the work of their record, which, under the City Clerk, has already made some progress. It is a work in which every citizen should be interested, and to which all should give every possible aid as the object, when attained - the preservation of the story of the personal services of each Somerville soldier - must receive the hearty approval of all, whose friends took part in the great struggle.
CHAPTER X.
THE TOWN FROM 1861 TO 1872.
IMPROVEMENT OF HIGHWAYS. - GAS INTRODUCED. - WATER SUPPLY. - SEWERS. -- GREAT IMPROVEMENTS. - CENTRAL HILL PARK. - HORSE RAILROADS. - THE TOWN FARM. - ATTEMPTS TO DIVIDE THE TOWN. - CITY CHARTER AND HALL. - FIRST CITY ELECTION.
HIGHWAYS.
NOTWITHSTANDING the continuous and unusual demands of the four years' war, the regular business of the town was not neglected. Public im- provements and private enterprises were inaugurated, and the industries of peace thrived as well as those of war.
The population increased during this period from 8,025 in 1860, to 9.353 in 1865, and in 1870 it numbered 14,693. With this increase came calls for new roads and for improvement of the old ones, and considering the times, they were met with reasonable liberality.
The work accomplished during this period was too extensive for more than general notice here. Streets were graded and macadamized, brick
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sidewalks built, edgestones set, gutters paved, road-bridges rebuilt, streets watered and lighted, and new ways laid out -fresh strands in the network of thoroughfares. In fact, then began the transition from poor to fair or good roads.
Among the principal improvements during these eleven years, were the building of College avenue, Holland street, Highland avenue to Davis square, Prescott and Putnam streets, the westerly part of Pearl street, the easterly portion of Summer street, and the widening and grading of Walnut and School streets, and of Willow avenue.
In 1862 the long neglected work of lowering, widening and paving the Washington street roadway, under the Lowell railroad, was finished ; the bridge and tracks, at the same time, being raised. This low spot formerly connected by an underground drain with Miller's river; but in a storm which occurred on February 22, 1860, this old drain was either too small or became choked, and the place filled with water, into which an unfortunate hack was driven, nearly drowning its occupants, and resulting, later, in heavy damages against the town and railroad.
Some of the highway enterprises proposed during the later years of the town did not meet with the hearty co-operation of its officers. Among these were the three new avenues ordered by the county commissioners, and running from Medford into Somerville. College avenue, laid out in 1860, and built in 1861, and Boston and Middlesex avenues, ordered or de- cided on in 1871. These measures were strenuously, though unsuccessfully, opposed by the selectmen. Of College avenue, they say that they believe "that neither the town, nor the public, require the laying out of such a street, but that it was for private purposes and private speculation." Boston and Middlesex avenues each crossed Mystic river, and bridges were re- quired. Boston avenue commencing at West Medford, crossed the river at the site of the old Middlesex canal bridge, the old stone piers and abutment being used for the new bridge. The avenue ended at College avenue, but has more recently been extended to Broadway.
Middlesex avenue was the extension of a highway from Stoneham and Malden, across the Wellington farm in Medford, and over the Mystic river and Ten Hills farm to Mystic avenue in Somerville. This was first asked for in 1869. The selectmen voted to oppose this " road to Mystic avenue, or at any other point in Somerville, not feeling that benefits equal to the large expense to be incurred could ever be derived by the Town."
An act empowering the county commissioners to lay out this highway was passed in 1869, and though decided on in 1871, was not built until two years later.
These avenues, laid out a quarter of a century ago, have yet very few buildings or improvements, and so far have principally benefited neighbor- ing towns.
The laying out of Mystic avenue (Medford turnpike) as a public way also encountered the opposition of the town, and every effort possible was made to prevent it, including employment of counsel and appeal to the
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ROBERT DUDDY.
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legislature, as the avenue up to this time had been property of the Medford Turnpike corporation, who wished to abandon it and throw the burden of its maintenance on the towns, which in 1867 they accomplished, since which time it has been a county highway.
GAS.
Under authority of acts of the legislature passed in 1853, gas was intro- duced into the town by the Charlestown Gas Company and by the Cam- bridge Gas Company, the dividing line between the territory within which each company could lay its pipes being the Lowell railroad. It was ten years later before street lighting became general. In 1863 the town voted to pay the expense of lighting such street-lamps as the abuttors should furnish at their own expense. Under this vote ninety-two lamp-posts and lamps were put up. This was the commencement of our system of street lighting. By 1871 the number of lamps had increased to two hundred and thirty-four.
WATER SUPPLY.
The laying of the Charlestown water-main from Walnut Hill reservoir through the town opened the way for a water-supply for Somerville which was authorized by legislative enactments in 1866 and in 1868, and negotia- tions with Charlestown entered into, which resulted in a contract with that city. This contract, though not entirely satisfactory in its terms, secured to Somerville its present supply. An experienced engineer, Mr. Roberdeau Buchanan, was engaged and a pipe system for the town planned, and before the close of the year some two miles or more of pipe were laid.
The Charlestown act of 1861 gave authority for supplying water to hydrants in Somerville, and meanwhile many were set. In 1866 the first steam fire-engine was purchased replacing the old " Somerville One," which, like its predecessor, "Mystic Six," was stored for a while and then sold.
SEWERS.
With the introduction of water came the demand for sewers. Before the war there were no public sewers in the town. There were one or two private drains in East Somerville, running across lots, and some others crudely built with brick invert and stone covering, in Oak and other private streets west of Prospect.
The first public sewer was built in Marshall street in 1867, Messrs. Winning and Gordon being the contractors ; the work cost about two thou- sand dollars.
In 1868, sewers were laid in three different sections of the town ; over a mile in all. The first was the Linwood street, with laterals in Fitchburg and Poplar streets ; its outlet was into Miller's river. The second ran from the southerly end of Bow street, across Union square to the creek in Web- ster avenue, and the third extended from Summer street, down Harvard, Beech and Spring streets, across Somerville avenue and through Kent street
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to the railroad ditch. The three sections costing nine thousand eight hun- dred and sixty-four dollars.
Calls for sewers now became frequent, and in 1869 a general survey and plan was ordered, for a sewer system, in conformity to which future sewers were to be constructed. It was also recommended that "Some order should be taken, looking to the construction of trunk sewers." The survey and plan, thus outlined, were commenced but never completed. The want of proper outlets and the necessity for strict economy were serious obstacles.
In 1869, 3,986 feet of new sewers were laid, and 2,078 feet of private sewers purchased by the town, at a cost in all, of about $12,000.
In 1870 and 1871 a large number of sewers were built. In 1870, 18,380 feet, costing $49,304 ; and in 1871, 11,937 feet, costing $24,042. The principal were as follows: in Elm and Milk streets from Cherry to Prospect. In Medford street from the Fitchburg railroad to Grand Junction railroad. In Mystic avenue from the Maine railroad northerly. In Perkins and Mount Pleasant streets and Broadway. In Broadway from Marshall street and across the present park, to the creek beyond Mystic avenue. In Broadway from Broadway park, to Cross street, and in Cross street to a culvert near Pearl. In Lincoln, Arlington and Franklin streets; in Putnam and Pres- cott streets ; and in Summer and Bow streets from School to Walnut street. In Glen and Brooks streets. In Otis street, in Vinal avenue and in School street. The difficult problem in all the foregoing work was that of an out- let. Every sewer, up to this time, emptied into some ditch or water-course, and many then built still continue to do so.
OTHER TOWN MATTERS.
The years 1870 and 1871 were busy ones for the town government. Besides extensive sewer and highway constructions, many other prominent matters claimed consideration ; among the more important were the organ- ization of a police force, the purchase of the Central Hill park, the build- ing of the new engine-house thereon, and stables on the town farm, all in 1870. The consideration of the proposed Middlesex and Boston avenue bridges, ordered by the county over Mystic river, the erection of a new high school building in 1871, the enforcement of the liquor law, the defense of the town against claims, and damage suits. The preparation of the city charter, and the consequent legislation. The division of the proposed city into wards, and the arrangements necessary for the election of city officers.
CENTRAL HILL PARK.
One of the most important of the foregoing was the purchase of the present Central Hill park land in 1870. This land formerly belonged to Jacob Sleeper of Boston. It cost the town about thirty-eight thousand dollars. It was what was known in 1788 as one of the "Church lots," being then the property of the "First Church of Charlestown." This purchase did not meet the entire approval of the citizens, many thinking that Pros-
JOHN ANDREWS.
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GEORGE W. IRELAND.
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pect hill, with its extensive views and hallowed memories, was a more appro- priate location for public grounds and buildings, and that it could have been bought at a smaller price ; concerning it, the selectmen say : "This purchase definitely settled the question of a recognized center. This ques- tion being no longer in dispute, plans for the future development of the town may be made with especial reference to this fact." This was the first of Somerville parks, and the only one before it became a city.
HORSE RAILROADS.
In 1861 a survey was made for a proposed street railway from Union square through Somerville avenue to East Cambridge, and thence to Sud- bury street in Boston.
The originator of this project was General William L. Burt, afterward postmaster of Boston.
The work was finished in 1864, and was the first railway in Somerville, built in the middle of the street. A location was granted for another road through Franklin and Pearl streets, but it was never built.
The inconvenience of railroad tracks at the sides of the streets was soon recognized, and efforts made for their removal to the center, opposed and delayed of course by the companies ; but in 1871 this change was made in Somerville avenue and Elm street, from Union square to Cherry street, at a cost to the town of about $11,000 ; and by 1875 all others had been re- moved from side to center.
TOWN FARM.
The present "town farm " was originally purchased for a cemetery, but being " swampy and wet" it was abandoned for that use. In 1863 it was put up at auction, but " the bids not coming up to the views of the board, it was not sold." The farm " from long neglect had become almost a barren waste," in 1864, at an expense of about eight hundred dollars, the brush and stone were removed from it and the land thoroughly tile-drained. In 1871 a "stable " and "hay barn " " separated by a brick wall and fire-proof door " were built on the estate, with stalls for twenty horses, and also a "neat and convenient double tenement for the use of the men."
ATTEMPTS TO DIVIDE THE TOWN.
In 1865 an attempt was made to annex a portion of West Somerville to Cambridge. The valuation of this tract was about one hundred thousand dollars. The matter came before the legislature, was successfully opposed by the selectmen, and the petitioners given leave to withdraw. The ground of complaint was the want of school accommodations, which the school committee also recognized, and which brought the suggestion from the selectmen, that "now it is for the town to decide whether they will give the required accommodations, and thereby prevent another petition of like nature from our townsmen." But the petitions were not prevented ; for in 1868 two more were presented to the General Court, asking a division of the town, which were again defeated.
a
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CITY CHARTER AND HALL.
It was probably about this time that the idea of a city charter was first entertained, a census, this year, being taken, showing the population of the town to be 12,535, or more than requisite for a city, and the number of houses, 1,933.
In 1871 the new high schoolhouse was built, and soon after, the present city hall (the first high school) vacated. Anticipating this want, the select- men in their report say that "when the present building is vacated, we re- commend its removal to a more suitable location on the town land, near where it now stands; and that its external architecture be modernized, by adding a few modest ornaments, so that the general appearance of this building shall moderately correspond with the buildings erected on this land," and further suggest that a "suitable lock up" be built in it, and offices for the selectmen and other officials; thereby "deferring for many years the necessity of building a town house or city hall." The moderniz- ing of its "external architecture," after a lapse of twenty-five years, is now being accomplished.
FIRST CITY ELECTION.
On April 14, 1871, the act establishing the city of Somerville was ap- proved and accepted by the voters at a town meeting held for that purpose on April 27. On December 4 the first city election occurred, resulting in the choice of George O. Brastow as mayor, and of a board of aldermen and councilmen whose names are given in the history of the city government in this volume.
In this historical relation of the town, and further on of the city, mention of schools, churches and other institutions, and of the town and city de- partment are purposely curtailed or omitted, as they are treated of specially in succeeding chapters of this book.
CHAPTER XI.
SOMERVILLE AS A CITY.
APPRECIATION IN VALUE OF REAL ESTATE. - GREAT INCREASE OF HOUSES. - STEAM RAILROADS. - EXTENSION OF STREET RAILWAYS. - WEST END RAILWAY. - WIDEN- ING OF SOMERVILLE AVENUE AND BROADWAY. - THE BROADWAY PARK. - THE MILLER'S RIVER NUISANCE. - ANNEXATION TO BOSTON DISCUSSED. - PARKS AND BOULEVARDS. - TUFTS COLLEGE. - OLD LANDMARKS.
IN January, 1872, the new city government was duly installed and or- ganized. Their names are mentioned in the next chapter. The officials placed in charge of the several departments were the following : -
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