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Browsing named entities in a specific section of The Cambridge of eighteen hundred and ninety-six: a picture of the city and its industries fifty years after its incorporation (ed. Arthur Gilman). Search the whole document.

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Middlesex County (Massachusetts, United States) (search for this): chapter 15
eet its entire length,—will stimulate improvements in the business accommodations of this locality. In no part of the city has more ample and excellent provision for existing needs of the mercantile interests been made than in North Cambridge above Porter's Station, where the Henderson, Odd Fellows, and other fine blocks have lately been built. On Cambridge Street considerable improvement has taken place in the store properties within the past few years, and the large purchases of Middlesex County for a new Registry of Deeds building, together with the improvement of Binney fields for park purposes, render the street much more attractive, and increase the value of property on it. The extensive area filled by the East Cambridge Land Company, which is made more accessible by the extension of First Street, has tempted many large manufactories to that region, and there is still abundant room for many more. This territory is scarcely a mile from the northern depots of Boston, and
Broad Canal (Massachusetts, United States) (search for this): chapter 15
ment this was especially true. For more than a century and a half, we learn from Paige's history, that part of the town lying eastwardly from Quincy and Bow streets, generally called The Neck, consisted of woodland, pasturage, swamps, and salt marsh. To overcome the natural disadvantages of grade under which the city suffered, the filling of a large section was necessary, including the channels formerly constructed for the passage of vessels, leaving only for such purpose the so-called Broad Canal, which affords access to many coal and lumber yards. The several legislative acts were approved as follows: That relating to the Washington Street district in 1869, to the Franklin and Sparks Streets district in 1872, and to the Miller River district in 1873. Under the provisions of these acts much land was surrendered to the city by the owners, and was later sold at about thirty per cent of its cost. In addition to the freight facilities afforded by the navigable river, the Boston a
Charles (Massachusetts, United States) (search for this): chapter 15
crue to that most extensive unoccupied section of the city, to which the Harvard and Brookline bridges are immediately tributary. The advantages as a place of residence of the large area lying between the Boston and Albany railroad and the Charles River, and separated from it only by a boulevard two hundred feet in width, are presented elsewhere in this volume. The erection of substantial and attractive dwelling-houses fronting this boulevard cannot long be delayed, as its southerly exposurf our city may be predicted, as hundreds of acres of available land await and invite occupancy. It is impossible to measure the increased value to the real estate interests of Cambridge made by the park improvements, near the shores of the Charles River, the reconstruction of the Boylston and Brookline bridges, and the building of a bridge at the foot of Magazine Street, authorized by recent enactment. Few cities enjoy or have left so long unimproved such opportunities as the river shore a
Billerica (Massachusetts, United States) (search for this): chapter 15
Real-estate interests of Cambridge. Leander M. Hannum. If we recall the fact that soon after the first settlement of Cambridge, in the spring of 1631, it embraced a territory thirty-five miles in length, including the towns of Billerica, Bedford, Lexington, Arlington, Brighton, and Newton, we shall see that our area has greatly decreased, as the extreme length of our present territory is only four miles, and the total area about four thousand acres, in spite of the fact that by legislative acts of 1855 and 1880, portions of Watertown and Belmont were granted to Cambridge. It exalts our estimate of the earlier commercial importance of our city when we read that by an act of Congress approved January 11, 1805, it was enacted that Cambridge should be a port of delivery, and subject to the same regulations as other ports of delivery in the United States. The custom-house was never built, yet under the stimulus given to real-estate interests by this act, large tracts of land on
Maine (Maine, United States) (search for this): chapter 15
to many coal and lumber yards. The several legislative acts were approved as follows: That relating to the Washington Street district in 1869, to the Franklin and Sparks Streets district in 1872, and to the Miller River district in 1873. Under the provisions of these acts much land was surrendered to the city by the owners, and was later sold at about thirty per cent of its cost. In addition to the freight facilities afforded by the navigable river, the Boston and Albany and Boston and Maine railroads, in the easterly section, where are located the greater number of our large manufactories, and the Fitchburg railroad, in the westerly part, provide ample accommodation; yet it is hoped ere long that a central local freight station will be furnished by the former road, to add to the convenience of a rapidly increasing traffic. There has been much discussion as to whether the removal of this branch of the Boston and Albany would not on the whole result to the advantage of the city,
Menotomy (Massachusetts, United States) (search for this): chapter 15
Real-estate interests of Cambridge. Leander M. Hannum. If we recall the fact that soon after the first settlement of Cambridge, in the spring of 1631, it embraced a territory thirty-five miles in length, including the towns of Billerica, Bedford, Lexington, Arlington, Brighton, and Newton, we shall see that our area has greatly decreased, as the extreme length of our present territory is only four miles, and the total area about four thousand acres, in spite of the fact that by legislative acts of 1855 and 1880, portions of Watertown and Belmont were granted to Cambridge. It exalts our estimate of the earlier commercial importance of our city when we read that by an act of Congress approved January 11, 1805, it was enacted that Cambridge should be a port of delivery, and subject to the same regulations as other ports of delivery in the United States. The custom-house was never built, yet under the stimulus given to real-estate interests by this act, large tracts of land on
Massachusetts (Massachusetts, United States) (search for this): chapter 15
ctions in Cambridge. Until very recently the height of the buildings in Cambridge has not exceeded four stories, and few have contained more than eight suites, yet two or more student dormitories built in 1895 exceed that height, and Ware Hall contains fifty-six suites of three rooms each, and one large six-story block of twelve suites of ten rooms each, with elevators, on Massachusetts Avenue, has just been completed. Next season, a six-story block of like character will be built on Massachusetts (formerly North) Avenue, which will provide for thirty-six families. If our present population were distributed throughout our city on the liberal scale which formerly prevailed, each family being allowed a yard for light, air, and children's playground, there would not be a single unoccupied lot in Cambridge, and therefore we must patiently view the introduction of the various forms of apartment houses which promote a form of living which has many disadvantages, yet offers compensation
Millers (Massachusetts, United States) (search for this): chapter 15
alt marsh. To overcome the natural disadvantages of grade under which the city suffered, the filling of a large section was necessary, including the channels formerly constructed for the passage of vessels, leaving only for such purpose the so-called Broad Canal, which affords access to many coal and lumber yards. The several legislative acts were approved as follows: That relating to the Washington Street district in 1869, to the Franklin and Sparks Streets district in 1872, and to the Miller River district in 1873. Under the provisions of these acts much land was surrendered to the city by the owners, and was later sold at about thirty per cent of its cost. In addition to the freight facilities afforded by the navigable river, the Boston and Albany and Boston and Maine railroads, in the easterly section, where are located the greater number of our large manufactories, and the Fitchburg railroad, in the westerly part, provide ample accommodation; yet it is hoped ere long that a
Broadway (Virginia, United States) (search for this): chapter 15
cts of 1855 and 1880, portions of Watertown and Belmont were granted to Cambridge. It exalts our estimate of the earlier commercial importance of our city when we read that by an act of Congress approved January 11, 1805, it was enacted that Cambridge should be a port of delivery, and subject to the same regulations as other ports of delivery in the United States. The custom-house was never built, yet under the stimulus given to real-estate interests by this act, large tracts of land on Broadway were sold with the condition inserted in the deed that no building of other material than brick or stone, or less than three stories in height, should ever be erected on them. Our present fire-limit ordinance, which applies only to our principal thoroughfares, is scarcely more severe. The condition has, however, been constantly violated, and but few buildings of the character named are found on the street after a period of nearly a century, during which our population has increased from t
Bedford, Mass. (Massachusetts, United States) (search for this): chapter 15
Real-estate interests of Cambridge. Leander M. Hannum. If we recall the fact that soon after the first settlement of Cambridge, in the spring of 1631, it embraced a territory thirty-five miles in length, including the towns of Billerica, Bedford, Lexington, Arlington, Brighton, and Newton, we shall see that our area has greatly decreased, as the extreme length of our present territory is only four miles, and the total area about four thousand acres, in spite of the fact that by legislative acts of 1855 and 1880, portions of Watertown and Belmont were granted to Cambridge. It exalts our estimate of the earlier commercial importance of our city when we read that by an act of Congress approved January 11, 1805, it was enacted that Cambridge should be a port of delivery, and subject to the same regulations as other ports of delivery in the United States. The custom-house was never built, yet under the stimulus given to real-estate interests by this act, large tracts of land on
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