In this space age where supersonic speeds and stratospheric air travel are an accomplished fact, it seems appropriate to slow down long enough to review briefly the progress of transportation, most of which was developed within the memory of many people who are still actively engaged in the business of living.

So much has been written about Duryea, the Apperson Brothers, et al., and their frustration, failures and ultimate success with the "horseless carriage" as well as of the dramatic story of the Wright Brothers and their "Flying machine" that it has become a part of our contemporary literature.

The sagas of automotive and air-borne transportation only date back to the beginning of the century or a mere 60 years.

The less dramatic but far more important development of the first railroad, which in the last analysis made these latter-day developments possible, dates back to 1825-26 or a mere 132 years.

Vehicles of many sorts date back to the obscure discovery of the wheel, and on land, from chariots to stage coaches, they depended upon beasts of burden for propulsion, and traveled over roads and trails that were rough, winding and often impassable.

In 1825 transportation by water was an established mode of travel, even self-propelled ships by steam driven machinery developed by Fulton in 1807 were becoming a vogue. Yet no important improvement in overland travel had developed in centuries though there had been some experimentation in Europe with what was to be known as tramways. Hauling heavy loads overland by any method extant at that time was slow and expensive.

The first development that could by any stretch of the imagination be called a railroad was the Granite Railway. In any event, the Granite Railway of Quincy is known to be the first commercial railway in the United States.

An act of Legislature was required to permit the founders of the first railway to proceed with their operations in 1825. It is ironical that in 1958 a railroad serving the same area should be authorized by a court to discontinue its operation. This thumbnail sketch of the transportation conditions that prevailed in 1825 brings us to the events that led to the development of the Granite Railway and the pioneers who designed and built it.

Actually, the building of our first railroad was accomplished because of the building of the Bunker Hill Monument. Interestingly enough, for a number of years after the turn of the century, many citizens in and around Boston had been endeavoring to have a lasting monument erected on Breed's Hill to honor the brave men who fought and died there during the Revolution. Thus in 1823 the Bunker Hill Monument Association was organized.

The land was purchased and after various delays and obstacles were removed, plans were formulated as to the type of monument to be erected and the kind of material to be used.

A contest was launched, open to all, to submit plans and drawings, with a prize of $100.00 being offered to the winner. Finally, the plans submitted by a Solomon Willard were chosen. Willard was an architect, born in Petersham, Mass. June 26, 1783, who came to Boston in 1804 to get an education and learn a trade. He was residing in Boston at the time. His plans called for an obelisk to be erected rather than a column.

On June 17, 1825 the cornerstone of the Bunker Hill Monument was laid by General de la Fayette, with Gridley Bryant and William N. Gardner acting as master builders.

After watching the slow progress of getting granite to the monument, Gridley Bryant, a self-educated, pioneer engineer, was convinced that a railroad was necessary and began making drawings and plans. After completing a set, he presented them to the Bunker Hill Monument Association in the fall of 1825. The members of this Association were Thomas H. Perkins, William Sullivan, Amos Lawrence, Isaac T. Davis and David Moody, all of Boston. They thought the project visionary, but suggested that Bryant see what could be done. So in the winter of 1825-26, when the Legislature was in session, the plans were presented and after much opposition and delay in the House, the charter, Fig. I, was approved in March of 1826. Some of the questions raised were: "What do we know about railroads? Is it right to take people's land for a project that no one knows anything about?" Much of the credit for getting the charter was due to the efforts of Colonel Thomas H. Perkins. None of the previously named gentlemen ever paid any assessments and eventually all the stock fell into the hands of Colonel Perkins.

Thus came into operation the first commercial railroad in America and the beginning of a new era.