USA > Massachusetts > Middlesex County > Newton > Tercentenary history of Newton, 1630-1930 > Part 22
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The most ambitious proposal was to construct a boulevard which would start at the Boston line but run farther south near Newton Centre and westward as far as seemed practicable. The plan was to make a road one hundred and twenty feet wide where it was feasible, with two macadamized roadways each twenty-four feet wide. Between them a thirty-foot space should be set aside for a double street car track in the middle laid on a grassy sur- face. The enthusiasm over the possibilities of the electric car was being felt, and it seemed certain that a street rail- way over the new boulevard would become popular and profitable.
The proposition reached the stage where Mayor Hib- bard judged it best to appoint a commission to investigate and report plans. He appointed E. B. Haskell, G. W. Converse, and J. R. Leeson as such a committee in 1892. At first it was expected that the building would be done roughly at private expense under the direction of the city engineer, and then that the city would complete the work and pay necessary damages for the land. Several persons who owned estates in the path of the proposed boulevard were eager for the improvements with the promise of enhanced land values, and they were willing to donate the
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right of way and help pay for the initial construction. The attitude of men like Judge R. R. Bishop, Dana Estes, and A. D. S. Bell went far to encourage the construction. Estes owned a large farm and the estates of the others would be affected favorably. Naturally they wanted the matter pushed forward. Farther west the heirs of Marshall Rice, the Wards and others were involved, if the boulevard went in the direction which they hoped for. Those persons who were most interested formed a syndicate with certain Bos- ton lawyers, bought Ward and Johnson land, and nego- tiated for more. It was understood that those who donated land would not be charged for betterments, and the dispo- sition of the property owners was generous if the city would proceed at once.
The boulevard commission reported favorably, but there were criticisms of the plan. It was protested in 1893 that times were too dull to raise as much money as the plan would cost, that in addition the city would require a large outlay for sewer construction and water supply along the avenue, that the proposed route was designed to bene- fit private interests rather than follow topographical con- tours, and that taxes would be increased. The uncertainty of good connections at the Boston end of the proposed highway made many citizens critical of the wisdom of con- struction. Boston's construction of Beacon Street to Reservoir as a boulevard proved a stimulus to land values, and the decision to widen Chestnut Hill Avenue to the Newton line so as to provide an outlet for the Newton boulevard removed the objections. As the plan developed it seemed most feasible to run the boulevard from the Bos- ton line through South Street to Ward, then cross the Bell and Ward lands and Hammond Street near Montvale Road, and continue over Ward property on Grant Avenue across Sumner Street about six hundred feet south of Ward Street, to Centre Street. The original plan was to
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stop at Centre Street, but Alden Speare, W. B. Young, and others who owned property farther west greatly desired an extension. The result was that the highway was con- tinued across Grafton Street, and then swinging to the north it crossed Cedar and Morton Streets, and descended the hill to Walnut Street at the southern end of Bullough's Pond. From that point it was proposed to continue through Fuller and Homer Streets to Washington Street, and then through private land to Auburn Street, by which connection could be made with Weston Bridge through Auburndale. Visions of the future included an extension to Charles River over a new right of way, and connection with a proposed park in Auburndale and with the Boston Athletic Association grounds at Riverside.
Commonwealth Avenue, as the new boulevard was named, was an expensive undertaking for the city, but the development of land values, the increase of a desirable class of wealthy persons who built residences along the avenue and on connecting streets, and the improved trans- portation were worth all the cost, and eventually the boulevard paid for itself. The strongest argument for con- struction, as one looks back upon the plan, was the neces- sity of an outlet from the inaccessible central area of the city, without which future growth would have been prob- lematical. The owners of landed estates in the section traversed were the immediate beneficiaries, but as one stands today at any point on the avenue and watches the stream of traffic in both directions, the query naturally arises as to how the wider public as well as the citizens of Newton could have managed without this central ar- tery.
The last decade of the nineteenth century was the era of rapid development of street railways operated by elec- tric power. The overhead trolley seemed to solve the prob- lem of rapid transit. The horse car seemed as antique in
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comparison as did the stagecoach when confronted by the locomotive. Small as well as large cities planned their car lines and interurban companies linked towns together until it was possible to travel long distances. Taking long trips on the electric cars was a new form of recreation, and everybody enjoyed it. Investors eagerly purchased street railway securities without much regard for their actual value. A few realized profits on their investments; more of them never received any dividends. The railway com- panies did not shrink from novel methods of recruiting patrons. They purchased lands within easy running dis- tance of a city or large town, and made improvements calculated to attract those who were looking for recreation, equipped them with zoological gardens, boats, dancing pavilions, band stands, merry-go-rounds and other forms of popular entertainments, and sold round-trip tickets on the cars with admission to the park. The bait took, and it became the fad to go frequently to the park, wander about, feed the animals, dance or listen to the music, and go home after an evening's zestful entertainment at an expense of a fraction of a dollar.
The first street railway in Newton dated from horse car days when the Waltham and Newton Street Railway Company was incorporated in 1866. Fourteen years later the second line was extended from Cambridge and Water- town to Nonantum Square. The Waltham and Newton Street Railway Company was replaced by the Newton Street Railway Company, which in 1887 obtained from the city a franchise to run cars between Newton Lower Falls over Washington Street and from Newtonville to Newton Centre over Walnut and Beacon Streets, but the latter plan did not eventuate. Two years later the Com- pany was authorized to use the trolley system. People were eager to experience the novelty of riding on an elec- tric car, and the month of July made the ride more agree-
:
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able, so that on the first Sunday the road carried 3,353 passengers, on Monday 2,293, and on Tuesday 2,650.
Meanwhile H. B. Parker and G. W. Morse organized the Newton and Boston Street Railway Company, hoping to construct a line over the new boulevard to connect with Boston, and in spite of opposition they pushed their plans forward. In 1891 this Company was given permission to construct a line from Newtonville to Newton Centre so that the cars should enter the village by a more circuitous route than Beacon Street, leaving Walnut Street on Homer, and reaching the Square by way of Centre, Willow, Sum- ner and Beacon Streets, terminating near the Mason School. In this way the beauty of Centre and Beacon Streets would be preserved unimpaired, and skittish horses were less likely to be annoyed. A year after an extension was granted on Walnut Street through "Cary Cross" at the junction of Walnut and Beacon, and although delayed by sewer construction it was carried to Newton Highlands. Later the line was constructed through Upper Falls to the Needham line.
The promotion of street railway companies in Newton was profitable enough to interest more than one group of men. Nearly every year brought a request to the city authorities for a franchise. In 1893 it was the Wellesley and Boston Street Railway Company asking for the priv- ilege of maintaining a line to connect West Newton and Lower Falls. During the same year the Newton and Water- town Street Railway Company requested permission to run between those two villages. Both requests were granted. Within eight months the Watertown cars were in operation. Within three years the Wellesley and Bos- ton and the Newton Street Railway companies had re- ceived permission to use a double track line through Washington Street. A Newton and Brighton Street Rail- way Company planned to connect Newton Centre with
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Brighton through Newton, but the connection failed of accomplishment. In 1885 it was the Commonwealth Avenue Street Railway Company that was knocking at the door of City Hall, and explaining its purpose to utilize the Commonwealth Avenue boulevard for a connection with the West End Railway of Boston at Chestnut Hill, with the Newton and Boston at Walnut Street, and with the Wellesley and Boston at Washington Street. The boulevard had been planned so as to permit double tracks in the centre and as the proposition of the new Company seemed satisfactory the franchise was granted. Common- wealth Avenue electric cars in May, 1896, began running on a half-hour schedule from Auburn Street to Lake Street, where temporarily they connected with Reservoir by bus. The road was equipped with five box cars and seven open cars for summer traffic. A year later permission was given to carry a line from Commonwealth Avenue on Centre Street to Newton Centre, and two years afterward to Newton Highlands. The Newton Street Railway Com- pany was still operating cars on Washington Street. In 1898 it was permitted to construct a line on Lexington Street, and two years later to extend to the city boundary of Waltham.
After 1898 the city required payment for franchises and for property damage. When the Boston and Worces- ter Company asked permission to pass through Boylston Street, the request was granted only on condition that the Company construct a boulevard ninety feet wide, pay fifteen thousand dollars damages, and provide and main- tain street lights.
Two matters of general interest agitated the residents of the north side of the city for several years. One was the widening of certain streets, especially Washington Street. The other was the abolition of grade crossings at the Bos- ton and Albany Railroad. The expense of widening Wash-
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ington Street, both for construction and for damages, delayed the enterprise until the tragic death of Fire Chief Henry L. Bixby shocked the city. He was caught in a traffic jam on the street when answering a fire alarm, and was thrown from his carriage and killed. Accidents oc- curred often enough at the railroad crossings to keep that subject in agitation. Plans for both improvements were made during the same period of time, because the two reforms could be carried out most easily by working them out together. Opinions differed as to the best plan for abolishing the crossings, and through the years 1893-94 discussion was animated. In the homes, on the streets, on the trains and in the newspapers, the advantages of ele- vated tracks, of depressed tracks, and of relocated tracks, was a never-failing subject of interest.
Henry E. Bothfeld was deeply interested in both the street and railroad issues, and his constructive proposals won him the nomination for the mayoralty in the fall of 1894. He urged a partial elevation of the streets and a cor- responding depression of the railroad tracks as a much better plan than that of removing the tracks farther north or constructing an elevated structure, though the last plan for a time seemed most likely to succeed. He was also in favor of taking for the city the strip of land between Wash- ington Street and the railroad for the length of two miles and using the opportunity to widen the highway. A special commission had advised depressing the tracks early in the year 1889. In 1891 the Boston and Albany Railroad proposed to elevate its tracks from Newton to Auburndale eleven feet above the existing roadbed at an estimated cost of five million dollars, and a commission of civil engineers recommended it. An editorial in the Graphic urged the same plan, but decided differences of opinion prevented prompt action. A new stone railroad station at Newton was part of the plan. Then in 1893 the Langford plan to
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move the tracks farther north and lower them, and to use the existing tracks for a boulevard and park system, was aired in the press.
Mayor Bothfeld's health did not permit his continu- ance in office beyond the single year of 1895, but the wis- dom of his plan for track depression became recognized by agreement of the railroad, the city and the state. The rail- road planned to abandon its freight yards at Newton and Newtonville, and provide a new one at Newtonville, where the Company had bought twenty acres from the Claflin estate. Newton was to have a new station. It was agreed that the railroad would pay sixty-five per cent of the cost of reconstruction, the state twenty-five per cent, and the city ten per cent. The total cost was approximately two and a quarter million dollars. The work of reconstruction was costly and laborious. The running of trains must not be interfered with seriously, so that all the tracks could not be depressed at once. Seventy-one houses and twenty- five blocks had to be removed. The enterprise was not completed until 1898. Meantime the city spent eight hun- dred thousand dollars widening Washington Street to eighty-five feet, and also widened Park and Tremont Streets to seventy feet. It was proposed to carry out simi- lar improvements on Walnut and Centre Streets.
Great as was the satisfaction of the people of the south side with the new Circuit Railroad, the patrons of the main line registered their complaints against the rail- road company because of the price of tickets, the lack of parcel privileges, and the bridge at Auburndale, which was considered dangerous for driving. The charge from Bos- ton to Newton for a single fare was thirteen cents, with ten-ride commutation tickets selling for $1.17, and one hundred rides for $8.75. The charge to other stations within the city limits was graduated according to the dis- tance, West Newton and Newton Centre faring alike, and
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the people of Lower Falls having to pay twenty-five cents for a single fare. By this time the people of Lower Falls regretted the shortsightedness of the villagers of the 'thir- ties when the railroad was surveyed through Newton. The easier, straighter line would have been through Lower Falls instead of through Auburndale and Riverside, and it would have been much less expensive, but the plan was opposed strongly, with the result that the village remained permanently sidetracked. It was during this time that a new stone station and a new railroad bridge were planned for Riverside, and plans were being made to extend the four-track line to Framingham.
On the fifteenth of November, 1883, an innovation in time keeping was tried with the adoption of Standard Time throughout the United States. This placed all rail- road trains east of Buffalo on the same running time, an arrangement which greatly simplified reckoning, but because it did not accord strictly with the sun and with former custom disturbed certain conservative folk as much as did daylight saving time when it was introduced thirty years later.
The increase of population and business in Newton was registered in the organization of a national bank at West Newton. An ill-starred enterprise in 1864 was the Newtonville National Bank, which remained solvent for only a short time. The national government had made it easy during the Civil War to organize such banks, many of which failed through inefficient management or lack of business. But in 1887 when James H. Nickerson suc- ceeded in organizing the West Newton Bank and locating it in the Nickerson Block, the community had grown larger and wealthier, and it was able to do a successful business on a modest capital of $100,000. During the same year the West Newton Savings Bank commenced business, receiving $140,000 in deposits during the first three years.
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At the beginning of the year 1892 the Newton Savings Bank had deposits amounting to almost two million dol- lars, and was loaning $1,396,915 on real estate as security. In 1888 the Newton Cooperative Bank had been organ- ized. Six years later it had eight hundred and forty-two shareholders whose invested funds amounted to $240,735. All but twelve thousand dollars of this amount was invested in real estate loans. While not all these loans were made to Newton owners, the presence of the banks was a great aid to the development of landed property. In July, 1894, the Newton Trust Company opened its doors with a cap- ital of $100,000. Less than two years later the national bank at West Newton opened new quarters at the corner of Washington and Cherry Streets.
Additions to Newton industries were not numerous during the period, but Newtonville profited from the con- struction of a lumber mill by Henry F. Ross on Crafts Street, and Newton Highlands saw the erection of the Crowell grain mill and elevator with a capacity of thirty- five thousand bushels. The old gristmill on Bullough's Pond burned in 1886. Then a land company proposed to develop the land in the neighborhood of the pond. It was a question whether the water, which had escaped through cutting a dam, should be dammed up again, or the section be developed for residential purposes. It was some time before the question was settled, and meantime the place remained a blot on the landscape.
As the summer approached in 1897 the Charles River Navigation Company proposed to inaugurate a service on the river for those who wished to enjoy outings. It experi- mented first with steam launches for forty or fifty persons on the lower river, and intended later to provide pleasure boats along the length of the stream from Riverside to Boston Harbor, with stops at various resorts. At that
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time Riverside was credited with the mooring of four thou- sand two hundred canoes.
The Wawbewawa Canoe Association was the result of an interest in canoe racing. A racing canoe bearing the Indian name was launched on the Charles River in 1893, the first of its kind in New England. In May of the next year its crew of six won their first race at the Springfield meet of the American Canoe Association's eastern division, and followed the victory with other triumphs. These suc- cesses gave the impetus to organize the Association with twenty members, and a junior crew was put on the river. The next year members of the Association won single, tandem, club four, and war canoe prizes. Club cruises were enjoyed in the war canoe, and in the winter the Associa- tion held smokers. The following year the membership of the Association doubled, a boathouse was secured, and a new war canoe purchased. In 1897 the Wawbewawas were able to buy land and erect a clubhouse off Islington Park, Auburndale. It contained two stories with a ladies' reception room, dining room and kitchen, and accommo- dations for thirty canoes. A twelve-foot balcony over- looked a broad stretch of river, and opposite was the Norumbega Tower. At that time the Association had fifty members, belonged to the New England Amateur Racing Association, and owned two large racing canoes which were thirty feet long and would hold nine men each. The races were followed eagerly by the public, and the Newton Association was frequently a winner in the regattas. An historic event was the race between the Wawbewawas, strengthened by several well-known canoeists outside of Newton, and the All-Canadians, held at Clayton, New York, on the twenty-seventh of August, 1897. Great was the rejoicing in Newton when the news was received that the Wawbewawas had won the race.
Another event of that season was the opening of
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Norumbega Park on the seventeenth of June. It had been in process of construction for two years. To the natural grove had been added two hundred trees, five hundred shrubs, and one hundred vines. Its proximity to the river added to its popularity, and its one hundred and fifty canoes and launches were quickly in demand. Its deer park of an acre or more, its rustic paths, its theatre with seats for twelve hundred people, the merry-go-round, the daily band concert, and the beautiful effects of the elec- trical fountain in the centre of an acre pond, proved a great attraction, not only to Newton people but to the inhabitants of Boston as well. The trolley line was over- crowded, and an increasing tide of nickels and dimes flowed into the coffers of the railway company. A restau- rant was provided to accommodate two hundred and fifty guests and by that means it was possible to take the chil- dren in the afternoon and with a supper or a picnic lunch in the woods to remain well into the evening. Special police patrolled the park day and evening. With twenty- five cent tickets to and from Boston, including admission to the Park, the Company made money from its crowds of patrons.
The increasing participation in outdoor life made coaching a fashionable indulgence. During the summer of 1891 a coach had been running between Boston and Cape Ann. When the season was over an autumn route was planned out through the Newtons. Every morning the coach left the Hotel Vendome in Boston and proceeded to the Brookline Country Club. There the horses were changed, and the progress continued by way of Hammond and Boylston Streets through Newton Highlands and Upper Falls to the Woodland Park Hotel in Auburndale. At that point the coach remained while its patrons enjoyed a leisurely dinner. In the afternoon with four fresh horses the conveyance started on its return journey to the Coun-
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try Club at Brookline, going by way of Beacon Street through Newton Centre and Chestnut Hill. The price of the round trip was fixed at four dollars.
Tennis had a sudden vogue at Newton Centre in the circles of young folk. This was intensified by the victories of Fred H. Hovey in tournaments. The Neighborhood Club of West Newton capitalized the special interest to draw companies of enthusiasts to its invitation tourna- ments. The players in the first tournament in 1892 were players of national reputation, and Hovey was put on his mettle, but won the highest honors from Malcolm Chace of Providence, the runner-up. In the summer of 1895 two crack players from Ireland, Pim and Mahoney, were in- cluded in the ranks of players, and Pim won. About the same time an indoor tennis tournament was held in Bray Hall, Newton Centre, where Hovey won a clean slate over Larned, Chace, Hobart and Foote.
The Neighborhood Club of West Newton was active in golf as well as tennis. The Newton Golf Club continued to use its grounds on the Gardner Colby estate, and the Newton Centre Golf Club had its own grounds.
About 1895 much local interest developed in the game of whist, and some of its Newton devotees obtained a recog- nized standing as experts. Fisher Ames and George W. Morse organized a Newton club and later the New Eng- land Whist Association, which included thirty local clubs. Ames was one of the city solicitors of Boston. He wrote for periodicals which were published in the interests of the game, and published two books on the subject, one "Mod- ern Whist" and the other "A Practical Guide to Whist." While on foreign travel he made the acquaintance of Henry Jones, who under the name of Cavendish was well known among European players. When Cavendish visited America he played in partnership with Triste of New Orleans against Ames and Morse of Newton, and the New-
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ton pair were winners. Tournaments were held at Phila- delphia and Chicago, where they maintained a high repu- tation. Morse was a lawyer, and had served in the Second Regiment during the Civil War. Later in life he lived much abroad and continued his devotion to the game.
The increasing interest in athletics accounted for the planning of the athletic grounds of the Boston Athletic Association at Riverside in 1893. Though across the river from Newton, they were near enough to have a relation to the boat clubs. A question arose between the Boston Athletic Association and the Newton Boat Club over the location of a bridge over the river. The place preferred by the Association would injure the prospect of the Boat Club. The two organizations compromised by agreeing upon a bridge with a single span.
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