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1843 AD (search for this): chapter 1
fied that larger competition was vain, and set himself to the difficult task of saving fragments of the inevitable wreck. Business grew rapidly less with the canal after the Nashua & Lowell railroad opened. The country merchants fully appreciated the speed and certainty of the railroad, in spite of the somewhat higher freight rates. Caleb Eddy proposed to abandon the canal for transportation and convert it into a canal for supplying Boston with water. Boston had a population at this time (1843) of about 100,000, and was still dependent on wells for its water supply. Most of the wells were badly contaminated, some being little short of open sewers. Mr. Eddy's plan consisted in abolishing the levels betwen Billerica and Middlesex Village and Woburn and Charlestown, conducting the water of the canal from Woburn by thirty-inch iron pipes to a reservoir on Mount Benedict in Somerville, thence to be distributed over Boston, and possibly Charlestown and Cambridge. The water from the Co
1830 AD (search for this): chapter 1
n by horses, frequently without a driver, in which case the man at the rudder kept a small pile of stones or green apples ready for the encouragement of the horse. In mid-summer, when the river was low, only about half a full load could be carried. Three boats each way a week were run. The fare from Boston to Middlesex was seventy-five cents, and from Middlesex to Lowell six and one-quarter cents. A stage met the boats at Middlesex to carry passengers to Lowell. The pay for a boatman in 1830 was $15 per month. Luggage or merchandise boats made two and one-half miles per hour, while passage boats made four miles. The time required to go from Boston to Lowell was about twelve hours, and to Concord, N. H., from seven to ten days. Between Boston and Lowell the usual time for freight boats was eighteen hours up and twelve hours down. Of the passage boats there were at first two, one running up and one down daily. Later, when the amount of travel proved insufficient to warrant tw
1845 AD (search for this): chapter 1
ducting the water of the canal from Woburn by thirty-inch iron pipes to a reservoir on Mount Benedict in Somerville, thence to be distributed over Boston, and possibly Charlestown and Cambridge. The water from the Concord river was analyzed by Dr. Charles T. Jackson, Professor John W. Webster, of Harvard University, S. L. Dana, of Lowell, and A. A. Hayes, of Roxbury, and by all declared to be pure, soft, and eminently suitable for the purpose. The scheme was, however, not successful, and in 1845 Caleb Eddy resigned his position. Stock fell to $150, and in 1846 the canal was abandoned and the property was sold for $130,000, and the amount divided among the stockholders. On April 4, 1852, the last canal-boat was run on the canal by Joel Dix, of Billerica. By conveyances made in 1832, the company reserved the right to use the land for canaling purposes; perhaps they thought the railroad would not be successful, but they soon gave up such thoughts, if they entertained them; and on
March (search for this): chapter 1
After passing out of the Horn Pond locks, the canal continued on down to the Horn Pond brook, crossing it at grade by means of waste weirs, which remain to this day in a fair state of preservation. In Winchester the canal passed through Gardner locks, located at the West side of the village, and on through to Mystic pond, crossing the narrow upper arm of the pond over a stone aqueduct. The bed of the canal is plainly visible here, and it is hoped the bed will remain untouched while the March of Progress is still moving on, converting the shores of Mystic pond into a beautiful boulevard. For something over a mile the canal lay within the grounds of the Brooks estate in West Medford. Here stands a beautiful monument, that of the handsome elliptical stone arch, built by George Rumford Baldwin, son of Loammi Baldwin, to convey a farm road over the canal, and considered by engineers to be one of the most graceful structures of the sort in New England. It is plainly visible as one
1829 AD (search for this): chapter 1
rrage charge was added. Meanwhile Caleb Eddy, who assumed the agency of the corporation in 1825, rebuilt the wooden locks and dams of stone. With the accession of business brought by the corporation at Lowell, the prospect for increased dividends in the future was extremely encouraging. The Golden Age of the canal appeared close at hand, but the fond hopes of the proprietors were once more destined to disappointment. Even the genius of James Sullivan had not foreseen the locomotive. In 1829 a petition was presented to the legislature for the survey of a road from Boston to Lowell. It was at the house of Patrick T. Jackson, Esq., at 22 Winter street, Boston, where the first step was taken for the organization of a company to build the Boston & Lowell railroad. A committee of the canal was then quickly chosen to draw up for presentation to the General Court a remonstrance of the proprietors of the Middlesex canal against the grant of a charter to build a road from Boston to Lowe
1836 AD (search for this): chapter 1
rs of the Middlesex canal against the grant of a charter to build a road from Boston to Lowell. Notwithstanding the pathetic remonstrance of the canal proprietors, the legislature incorporated the road, and refused compensation to the canal. Even while the road was being built, the canal directors did not seem to realize the full gravity of the situation. They continued the policy of replacing wood with stone, and made every effort to perfect the service in all its details, and as late as 1836 the agent recommended improvements. The amount of tonnage continued to increase, and the very ties used in the construction of the railroad were boated, it is said, to points most convenient for the workmen. The disastrous competition of the road was beginning to be felt. The board of directors waged a plucky warfare with the railroad, reducing tariff on all articles, and almost abolishing it on some, till the expenditures of the canal outran its income; but steam came out triumphant. E
1825 AD (search for this): chapter 1
up with the head of the stream. As an avenue for skating it was unsurpassed, and a spin to Woburn and beyond was of frequent occurrence. The methods of receiving, transporting, and delivering freight were very similar to those of the present day; a way-bill or pass-port accompanied the goods. Freight charges were paid on removal of the property, and in case of delayed removal, a wharfage or demurrage charge was added. Meanwhile Caleb Eddy, who assumed the agency of the corporation in 1825, rebuilt the wooden locks and dams of stone. With the accession of business brought by the corporation at Lowell, the prospect for increased dividends in the future was extremely encouraging. The Golden Age of the canal appeared close at hand, but the fond hopes of the proprietors were once more destined to disappointment. Even the genius of James Sullivan had not foreseen the locomotive. In 1829 a petition was presented to the legislature for the survey of a road from Boston to Lowell.
Franklin (search for this): chapter 1
was a source of pleasure, and was made serviceable in many ways. Its clear waters like a silver thread through the landscape added to the natural charm and the beauty of the delightful scenery. The wide tow-path was skirted with a generous growth of shrubbery and dotted with wild flowers, which made it the boulevard of the town. Sunday afternoons fellers with their best girls promenaded along the towpath. Many were those who left the heat of the city for country air, just as now-a-days Franklin park affords recreation for many. Picnic parties came and camped on its shores. The Horn Pond House in Woburn was the most important house on the route of the canal. The proprietor was the famous Robert McGill, and had a reputation throughout New England. It was the summer resort of Boston and the surrounding country, and on a summer's day the business done was enormous, people coming by boat and carriages, and as many as 100 vehicles have been counted there in a single Sunday. In th
1812 AD (search for this): chapter 1
k with double gates working either way, according to the state of the tide, for admission into, the Charles river. Once in the river, it was an easy matter to reach any of the city wharves; but there was also an extension of the canal through what is now Haymarket square-Canal street being directly alongside—following nearly the lines of Blackstone street to the harbor, near what is now North Market street. Nearly all of the stone for Quincy market was brought over this route. On the map of 1812, in the Old State House in Boston, the canal can be traced under Cross, Hanover, and Ann—now North street—along Canal street. It is difficult to ascertain the whole number of boats employed at any one time. Many were owned and run by the proprietors of the canal, and many were constructed and run by private parties who paid the regular tolls for whatever merchandise they carried. The original toll was placed at twopence per ton per mile; it was afterward, by Act of Legislature, placed at<
Gibson (search for this): chapter 1
the grounds of the Brooks estate in West Medford. Here stands a beautiful monument, that of the handsome elliptical stone arch, built by George Rumford Baldwin, son of Loammi Baldwin, to convey a farm road over the canal, and considered by engineers to be one of the most graceful structures of the sort in New England. It is plainly visible as one is journeying along by the Brooks farm in the electric cars. The line of the old canal is where Boston avenue is now situated, passing through Gibson's lock and the aqueduct over the Mystic river, at a point where the new stone bridge now is, then turning to the east the canal passed under the bridge of the Lowell road,—the wing walls of this bridge are yet plainly visible,—and on past the Royall House, where the canal passed under Main street and sent off a branch to the river, for the benefit of the ship-yards of Medford and Charlestown; and so on through the Mystic trotting park to the base of Winter hill, Somerville. From this point
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