LECTURE
Warren S. Parker was the Building Inspector for the City of Quincy for many years and an avid student of its history. He was able to document that history and gathered over 2500 lantern slides and negatives depicting old houses, unusual events, street scenes and prominent citizens. Parker also prepared a series of lectures. They provide a unique perspective of Quincy history in the early part of the 20th century. The photograph collection used to illustrate his lectures and supplement his notes is an invaluable record of Quincy from the 1880's through the 1930's.

The lecture Waterfront, Southerly Section was transcribed for purposes of this project. With the exception of occasional punctuation or formatting, there was no attempt to alter the original manuscript. If handwritten words were unclear, they are indicated by a portion of the word or brackets. If a word or a date was added to clarify meaning, it is also enclosed in brackets. Therefore, the text reads as intended, as commentary on the pictures shown. Figure #'s serve as the link to the photographs that accompany the lecture as delivered in the early 1920's.

Waterfront, Southerly Section

We are here this evening to present to you views and descriptions of the water-front of Quincy, which in all cover approximately twenty five miles in length. This water-front cannot fail in the near future to be an inestimable value to our City.

         Quincy is situated south of Boston and distant from the State-house about eight miles. The distance from Quincy Point Bridge to Boston Light is seven and one third miles; from Quincy Point Bridge to T Wharf is nine and one half miles.

         As will be seen by the descriptions given later, we have deep water the entire length of Weymouth Fore River and also on Town River up to the Baker Basin. On the Neponset River we have practically eight feet of water at low tide. The Squantum shore and two or more miles of front at Wollaston Beach have been reserved for park purposes. The shore line from Blacks Creek and along “Merrymount”, Adams Shore, Post Island and Houghs Neck around to Rock Island Cove is occupied by residences, quite a few of which are used as winter homes. Along these shores the tide ebbs and flows over a large expanse of flats, and in all probability will not be developed for business purposes for many years to come; but its proximity to Boston Light and the open sea give us an interesting study.

         As it is impossible for me to further describe the shores of the Neponset River and Quincy Bay at this time together with the Weymouth Fore River section, and as the balance of the business in the past has been along the southerly shore, I will endeavor to give you a general idea of the extent of the business transacted along this section, and I leave the northerly section until some further date.

At this time it may be of interest to present to you a brief sketch of the methods offered by the General Court for the development of the water fronts and lands in the Commonwealth.

         The Board of Harbor and Land Commissioners created under Chapt. 263 of the Acts of 1879, provided in itself a consolidation of the departments of service, which had under the titles of Board of Harbor Commissioners, Board of Land Commissioners and other agencies exercised the powers and duties with which they were charged with respect to the lands, rights in lands, flats, shores, and rights in tidewaters belonging to the Commonwealth up to that time.

         The discharge of the duties of these boards were largely confined to dredging operations in Boston Harbor, reclamation, improvement, and development of South Boston flats and the Back Bay lands in Boston, and other important transactions, by Legislative enactments in various parts of the Commonwealth.

         In response to a conviction held by many of the various parts of the Commonwealth, interests of Boston and vicinity, that the time had come for a more intensive development of the Port facilities in and about Boston Harbor, the General Court under Chapt. 748 of the Acts of 1911, created a Commission, which was known as “Directors of the Port of Boston”, and was composed of 5 persons; three of which were appointed by the Governor, one by the Mayor of Boston together with the chairman of the Harbor and Land Commissioners ex-officio.

         These Directors to be the administrative officers of the Port, and cause to be made all necessary plans for the comprehensive development of the harbor; to administer all terminal facilities, and to keep themselves thoroughly informed as to the present and probable future requirements of steamships and shipping, railroad warehouses and industrial establishments.

         With the consent of the Governor and Council, the Directors were empowered to take or acquire by purchase or otherwise, and hold such real property and such rights and casements therein as the Directors may from time to time consider necessary.

         The Directors were also empowered to erect piers, wharves, warehouses and other similar structures, and to lease the same under certain conditions. The income of these properties to be collected by the Directors, and paid into the treasury of the Commonwealth. Upon application to the Directors, any railroad company to be provided by the Directors with a track connect serving such piers and wharves.

         To meet expenses that might be incurred under the provisions of this Act, the Treasurer and Receiver General was authorized, with the approval of the Governor and Council, to issue bonds, script, or certificates of indebtedness to an amount not exceeding nine million dollars, for a term not exceeding forty years. On Aug.1, 1916, practically the whole of this amount had either been expended or apportioned for expenditure, in and around the immediate vicinity of the inner harbor of Boston.

         Chapt. 288 of the General Acts of 1916 provided for the reorganization of the Board of Harbor and Land Commissioners and the Directors of the Port of Boston, into a single Board to be known as the Commission of Water-ways and Public Lands; to be composed of three persons appointed by the Governor with the advice and consent of the Council.

This Act was approved June 1, 1916, and the Commission took over the work of the department August 3, of the same year. During the four years in which this Commission has been in control of these matters, there has been a vast improvement in the condition existing along the waterfront of Quincy, which I will endeavor to give in detail as we proceed.

Fig. 30 To give us a clear understanding of the relative positions of the different localities to be described I will ask you to accompany me to the summit of Quincy Great Hill, which is situated at the extreme end of the peninsula known as Houghs Neck. This hill reached an elevation of one hundred feet above the sea level, and gives us an unobstructed view for the entire waterfront of Quincy except the portion which borders on the Neponset River. It is my purpose to treat this subject in two parts, first taking the southerly or Weymouth Fore River portion.

Fig. 27 Standing at the base of the water tank shown in the previous view, and looking northerly and easterly we see “Paddocks Island” named in honor of Leonard Paddock, who seems to have been in the employ of the Council of New England in 1622. The broad expanse of water between the pier at Nut Island (or Huff’s Thumb as it is designated on the ancient maps) is called “The West Gutt”. Paddock’s Island is situated between the East and the West Gut, they being the outlets of Hingham Bay and the Weymouth Fore River; and contains about 158 acres, the whole of which is included within the Town of Hull. This island was for many years occupied by the Cleverly family, who were noted pilots in these waters for nearly one hundred years; their houses were situated at the northerly end adjoining the East Gut. The balance of the island was used by our ancestors for pasturage. The beach at the northwesterly end has been occupied the past few years by a colony of Portuguese fishermen. In 1898 the Federal Government acquired a large tract of land at the northerly end of the island, and constructed there an elaborate mortar battery, which is included in the fortifications of Boston Harbor.

Fig. 28, Fig. 31 The easterly end of Paddocks; showing the “Horse Shoe Cove” and Princes Head, over which and beyond is Hotel Pemberton, situated on Windmill Point at Hull. Hotel Pemberton was demolished March, 1932. [ ] is across the channel from Boston Light, situated at the entrance to Boston harbor from the open sea. The outlet of Hingham Bay at this point is called Hull Gut, and is noted for its powerful current. On the elevation at the right of Pemberton is situated the Town of Hull.

Fig. 28 An easterly view from Great Hill, showing the broad expanse of Hingham Bay. Before us is a portion of the fleet of the Quincy Yacht Club, and beyond at the horizon is Nantasket Beach and Bunkin Island; on which island is situated the hospital erected here in 1902, as a home for crippled children.

Fig.190 A southerly view from Great Hill, copied from a photo taken about forty years ago, in which is shown the village of Houghs Neck, and beyond which is the Weymouth Fore River, Raccoon Island, Weymouth Great Hill, and the North Weymouth shore. Having seen the mouth or outlet of Weymouth Fore River, we will now journey along the shore and see what is doing and what has been done in the past along these shores.

Fig. 3 Under the south slope of Great Hill is situated the Quincy Yacht Club house; this view being taken from the water side. In the year 1912 the original house was moved toward the water, and the large piazzas on either side and also an addition on the shore side was constructed, thereby creating a large number of lockers, together with a dining room and other conveniences which the club now enjoy; they having a large membership and are in a flourishing condition. This club was organized in 1874, with Mr. James H. Slade as the first Commodore, he serving for three years.

Fig. 4 This photo was taken from the shore side and gives us a better idea of the extensive additions and alterations above referred to. The portion at the extreme right showing the pitched roof is the original building. On the side of Great Hill just beyond the club house was situated in the [18]70’s, the then famous shore resort called “The Dew Drop Inn”, where one could obtain a good clam chowder together with the liquid refreshments common for those days, but at the present time prohibited.

Fig. 7 The first ten Commodores of the Quincy Yacht Club.

Fig. 5, Fig. 154 The Quincy Yacht Club house as originally built in 1888, and dedicated August 20th of that year. The racing of boats along this shore has been in vogue for many years; I find an old record of a regatta that was sailed off Houghs Neck September 2nd 1856, in which twelve boats entered. The distance sailed was nine miles, and the yacht named John Quincy Adams secured the first prize by sailing over the course in one hour and thirteen minutes; beating the Wave seven minutes.

Fig. 161 [________ _________ _______] lockers added at [__________] house.

Fig. 164, Fig. 165 Nortemans Pavilion, Houghs Neck.

Fig. 32, Fig. 163 The Great Hill house opened in 1858 by Mr. James Mears, and for over forty years was noted for the excellent shore dinners served and the good cheer which emanated from under its hospitable roof.

Fig. 8 The Public Landing constructed in 1911, by the City, and is situated nearly at the easterly end of Bay View Ave. As far as I have been able to learn this is the only Public Landing owned by our City of 50,000 inhabitants; not withstanding the fact that we have twenty five miles of water front. Is not this a strange position in which we find ourselves.

Fig. 287 In 1879 the Massachusetts Humane Society located a station which was maintained for about thirty years on the site now occupied by the store of Mr. Arthur H. Dunham. The station here shown is located at Scituate Harbor and is of the same type as the one above referred to.

Fig. 1 Steamboat pier. Houghs Neck

Fig. 6 Houghs Neck Light-ship

Fig. 13, Fig. 288 Views from Rock Island Head and across Rock Island Cove to Gull Point in Germantown. At the head of this cove is situated a deposit of trap rock which in 1905 was purchased by the Tide Water Broken Stone Co. A plant was established here for the quarrying and crushing of the valuable material, of which thousands of tons are used annually in the construction of our roadways. This company continued here for seven years; but owing to the depth of water in the Cove it was deemed expedient to abandon the plant. A number of schemes for the development of this Cove have been devised, but as yet nothing has been accomplished. In one of the plans, it was proposed to dredge a channel a distance of three quarters of a mile from the Weymouth Fore River to the head of the Cove, and to fill the balance of the area now covered by water at high tide; by this development the City would be enriched for wharves and manufacturing purposes. It was also suggested to construct a bulkhead across the entrance of this Cove, from Rock Island Head to Gull Point, a distance of one half mile, and to fill the entire area of the Cove, which contains nearly one hundred and fifty acres. The material could be obtained from the flats in Weymouth Fore River, thereby securing a wider and deeper channel in the river, which would be a decided advantage to the shipping which undoubtedly will, in the near future, occupy these waters.

Fig. 12, Fig. 16 These views form a panorama of the northerly shore of Weymouth Fore River from Quincy Great Hill to the Quincy Point Bridge. At the right is Great Hill with the water tank at the top; and along the shore are the villages of Houghs Neck and Germantown; a little to left of the center are seen the chimneys on the power-house of the Bay State Street Railway Co, and the coal wharves at Quincy Point. At the extreme left is the Fore River Shipbuilding plant of the Bethlehem Corpn., and also the Quincy Point Bridge. Along this entire front of two and seven eighths miles we have a channel 300 ft in width with twenty four feet of water at low tide. The entrance to Town River is situated at the right near the chimneys of the Power house above mentioned …evidence to show that it has ever been utilized for business purposes. The land at Houghs Neck and Germantown were devoted to farming for over two hundred years.

Fig. 11 Raccoon Island, lying close to the Quincy shore and containing about three acres, is of rock formation with very little vegetation. The house shown was erected in 1881 by Mr. Warren A. Howard of Randolph, the owner of the island at that time. The width of the river between these shores and the Weymouth shore is about 1/5 of a mile.

Fig. 17 The old fish house on Germantown Point; there previously having been two of them. These houses were probably erected about 1833 by Mr. Charles Brown and Mr. Elisha Holmes, natives of Provincetown, who settled here in Germantown in the year mentioned, and established a fish curing business on this point which was continued for many years. The building was demolished in 1915, and the dwelling of Mr. Henry Edwards erected on nearly the same site.

Fig. 124 The Weymouth shore from Germantown; at the left is seen the summer houses at Fort Point and Weymouth Great Hill the summit of which is laid out as a Public Park from which an extensive view of the river and the surrounding country may be obtained. On the shore at the foot of Great Hill a long pier was constructed in 1870, and used as a landing place by the steamer “Massasoit” which plied between Quincy Point and Boston. Adjoining Great Hill on the right of the photo is Wessagussett on which elevation are situated a large number of summer cottages, and on the shore is situated the club house of the Wessagussett Yacht Club. In the fall of 1915 Mr. J. P. O’Riorden secured the contract to dredge a channel six feet deep to their club house from the channel of Weymouth Fore River. The work was completed Oct.12 at a cost of $815.20.

Fig. 125 Adjoining Wessagussett is Rose Hill and the Bay View House, which hotel was erected in 1875 by Mr. James Edwards of Quincy, and is now occupied as a summer hotel. It is said that Rose Hill was named in honor of Rose Standish the wife of Captain Myles Standish of Plymouth, and rescued from the Indians, the settlers of Westons Colony who located in this vicinity in 1622. Adjoining Rose Hill is Hunts Hill, on which was situated in 1870, the shipyard of Mr. Porter Keene, who built a number of vessels here, and the yard was afterward operated by Messrs. Clark and Prior, who removed here from South Boston, and conducted a yacht building establishment a few years. The plant was destroyed by fire a number of years ago since which time it has remained vacant. In 1915 the North Weymouth Yacht Club was organized and erected a club house on the shore at the Point off Hunts Hill.

Fig. 23 The clipper ship “Red Cloud” built on the land known at various times as Bents Point, Shipyard Point, and now called Powerhouse Point, situated on the Weymouth Fore river at the entrance to Town River. In 1854 Mr. George Thomas of Rockland, Maine, purchased this property and established a shipyard here, where he continued to build vessels until 1877. The King Philip was the first vessel launched in this yard on Nov. 11, 1854. Mr. Thomas built in all, about twenty five vessels during his occupancy of this yard.

Fig.21 This building was erected in 1886 on the shipyard property and was intended for use in the manufacture of boilers but was never occupied for this business. A few years later this land and building were purchased by the Quincy and Boston Street Rly Co., and machinery installed in the building and it was occupied as a power house until the present brick building was erected. Sub station of a yacht club.

Fig.20 Photo taken in 1902 during the construction of the present building. The cost of which, with the equipment, was approximately $2,000,000.

Fig. 19 The present Powerhouse in 1919.

Fig. 33 The store in 1908 situated on the easterly corner of Washington and Wharf streets, occupied by Mr. Charles Hall. This building was erected about the year 1835 by Mr.William Lincoln, who conducted a ship and family store here a few years, and was succeeded in 1839 by Mr. Benjamin Hinckley and Mr. George Newcomb, and later by Mr. Isaiah Whiton, Mr. Owen Adams, and Mr. D. H. Bills. The property was purchased by Mr. Hall in [ ] since which time he has conducted a general store here.

Fig. 22 Coal wharf owned and occupied by Messrs. J. F. Sheppard and Sons. This wharf was formerly known as “Granite Wharf” from which during the early years of the last century, large quantities of granite were loaded and freighted to various points along the coast of New England and to the New York market. About 1850, a coal business was established here by Mr.Isaiah Whiton and Mr. Owen Adams, and later occupied by Mr. Ebenezer Adams who conducted a lumber business, together with coal and wood. In 1882, this wharf and business were purchased by Mr. J. F. Sheppard who conducted the coal and wood business until his death; and is now continued by his sons.

Fig. 48 The Quincy Point bridge constructed in 1812 by the Hingham and Quincy Turnpike Corpn. This bridge was operated as a toll bridge from 1812 to 1862, when the bridges on the line of the Hingham and Quincy Turnpike by an Act of the Legislature became free to be travelled by all men without fee or toll. Following is a schedule of the tolls charged by the Corporation, 3cents per ton transit duty on all loaded vessels of more than fifteen tons passing through the draws.

         Chariots, Phaetons or Curricles drawn by two horses 20cents

         the same drawn by four “ 25cents

The only exception from payment of toll was by a vote of the stockholders by which the Plymouth mail coach was to pass free. In Sept. 17, 1914, a contract was awarded to the Eastern Dredging Co. for the dredging at the easterly draw-way and approach to the Quincy Point Bridge, which contract was completed on Jan. 14, 1915 at a cost of $6,193. 40 and was dredged to a depth of eighteen feet at low water, thereby removing a long stretch of flats which extended from the shore at Ferry Point out to the channel.

Fig. 34 The old toll-house formerly located on the Quincy end of the Quincy Point Bridge, was demolished in 1902 when the present bridge was constructed and the street widened at this point.

Fig. 36, Fig.37, Fig. 38 Building located on the easterly side of Washington Street, near the Quincy Point Bridge; and was probably erected by Mr. Nathan Josselyn, who purchased this property in 1819 and established here a coal wharf and ship-yard, which he conducted for about twenty years; when the property was sold in several lots, and the wharf lot has been occupied in the coal business by Messrs. Joseph Loud, Nathaniel White, and later by Owen Adams who in 1875 conveyed the wharf property to Mr. Cyrus Patch who conducted the coal business here until his death, and which his son Mr. Frank Patch has continued to the present when the City Fuel Co. purchased the property, demolished the old sheds, and erected the present buildings.

Fig. 107 Germantown shore and the Weymouth Fore River from the Quincy Point Bridge.

Fig. 44 Weymouth Great Hill and Hunts Hill in North Weymouth from the Point bridge, the point here shown is the site of the ferry established here in 1636, and has since been known as “Ferry Point”. The wharf on Ferry Point was erected in 1871 to provide a landing for the steamboat.

Fig. 43 “Massasoit” which from 1871 to 18[ ] plied between this pier and Foster’s Wharf in Boston and conveyed picnic parties to and from “Lovell’s Grove” situated across the river in North Weymouth.

Fig. 45  Steamboat “Stanford”.

Fig. 46 The “Pine Point House” erected in 1871 by Mr. Dunbar of Boston who conducted this house for a number of years in connection with Lovell’s Grove. These buildings were destroyed by fire on July 19, 1903.

Fig. 47 “Lovell’s Grove” purchased in 1870 by Mr. Dunbar, and fitted up with buildings suitable for picnic parties, and was used as such for a number of years. This grove was later known as “New Downer Landing”; and, about 1909 was discontinued as a picnic ground and the buildings were converted into dwelling houses. This property has recently been acquired by the Edison Electric Co. and it is rumored that a large distribution plant is to be erected here in the near future. Fig. 40, Fig. 41

Fig. 42 A water front view in 1890 of the coal wharf of Messrs. Cyrus Patch and Son, and the beach on the Redding estate; now occupied by the X Y Z slips of the Fore River Shipbuilding Co., where most of the submarines built at the plant are assembled.

Fig. 49 A view in 1918 from the Point Bridge of the ship crane and slips at the Fore River Yard. The shore beyond is the location of the Oil Refining Plant on East Braintree Shore.

Fig. 95 The City Service Oil Plant from Fore River yard.

Fig. 52 The boat yard of Mr. Thomas Watson, which was situated at East Braintree near the head of tide water on the Weymouth Fore River. This being the site originally occupied by the Fore River Engine Company the parent organization of the present Fore River Ship-building Co. The plant was removed to the present location at “Boat Point” Quincy Neck in the year 1900.

Fig. 80 A view of the Fore River Plant in 1902. These buildings having since been replaced by first and second class buildings of a more durable construction. It may be of interest to see the following views of the yard, and also the launching of a few of the first vessels built here.

Fig. 64 The old pass gate situated on East Howard Street.

Fig. 65  The old employment office situated at the left of the pass gate.

Fig. 63 Bents Creek also showing the old buildings known as the machine shop power house.

Fig. 69 One of the first turbine engines constructed for the “Creole”

Fig. 76 The “Rhode Island”

Fig. 77  The “New Jersey”

Fig. 59 The “Nevada” launched 11 July 1914

Fig. 71  The “Providence” of the Fall River Line

Fig. 74  Launch of the “Cuttlefish” 1 Sept. 1906

Fig. 79  Launch of the “Narwhal” 8 Apr. 1909

Fig. 60 End view of the launch of the “Narwhal”

Fig. 58 Launch of the “Stingray” 8 Apr. 1909

Fig. 93  Steamer “South Shore”

[slide missing] Hull of Battleship

Fig. 147 Launch of submarine [___________]      

Fig. 94  Launch of the “Lexington”

Fig. 149 Matson Line “Mariposa”

Fig. 148 Matson Line “Mariposa” and “Monterey”

Harbor lines have been established by the Legislature since 1837, about fifty Legislative Acts having been passed, locating and relocating these lines in various parts of Boston Harbor.

On Sept. 23, 1915 the Fore River Ship-building Co. petitioned the Directors for the establishment of harbor lines along the shore of Weymouth Fore River south of the Quincy Point bridge, and in the vicinity of their plant. A plan was prepared showing the location of the harbor lines and provides for an ample channel with a minimum width of 600 feet extending southerly from the Quincy Point Bridge. Upon recommendation of the Directors the Legislature by Chapt. 280 of the General Acts of 1916, established harbor lines extending on both sides of Weymouth Fore River, from the bridge southerly to Haywards Creek.

         During the summer of 1915 the Eastern Dredging Co. removed a number of shoals existing in the river adjacent to the plant of the Fore River Ship-building Co. The work was completed at a cost of $993.75.

         In the fall of 1915 the Shipbuilding Co. was granted a license to build wharves, sea-walls, causeways, and to dredge and fill in Weymouth Fore River and Bent’s Creek, and also erect launch ways, overhead cranes, etc.

         These licenses were obtained for the purpose of erecting the improvements known as the X Y Z slips, and probably included the construction of the bridge across Bent’s Creek, together with the wharves etc. on the northerly side of the Creek.

Fig. 55 The XYZ slips from across the river at Lovell’s Grove and also including the water front from Quincy Point Bridge to Boat Point which is situated at the mouth of Hayward’s Creek. This being the site occupied by the Fore River Plant. It is said that twenty thousand men were employed here during the World War. Tradition tells us that vessels were built on this site as early as 1670.

Fig. 63 In 1824 Mr. Lucius M. Sargent established a salt works on Cranes Creek, now known as Bent’s Creek. The location of the works was on nearly the site of hammer head crane shown in the photo. The quantity of salt manufactured here and at the Quincy Farm, in 1837, was 3,135 bushels. Beyond the Crane above mentioned at the head of the Creek, a wharf was constructed by Mr. John Ruggles some time previous to the Revolutionary War, and was known for years as “Ruggles Wharf”; the Creek was also known as “Ruggles Creek”, and later as Adams Crane and for the past sixty or seventy years as “Bent’s Creek”.

Fig. 51 This locality was called “Ships Cove” in the early records; and in 1708 the line dividing the north and south precinct of Braintree was established. Beginning at the head of “Ships Cove” near the house of John Newcomb.

Fig. 290 This [the Newcomb]house was demolished in [_____], a photo of which is here shown and is situated at the foot of the hill on South Street, in the bend of the road near the junction of Des Moines Road. The Precinct line above mentioned was also the Town line between Braintree and Quincy from 1792 until 1856 when Braintree Neck so called was annexed to Quincy and the line established at Hayward’s Creek.

Fig. 82, Fig. 83, Fig. 84 Three views from Hayward’s Grove, of the new Ships Crane erected in 1918.

Fig. 85, Fig. 87, Fig. 88 Three views from Winter Street of the yard and buildings.

Fig. 89 The Plate and Angle shop on Howard Ave erected in 1915-6. This building is seven hundred and fifty feet long and one hundred feet wide.

Fig. 90 View in 1919 from East Howard Street of the new ship crane and four destroyers on the slips, together with a large freighter all of which are about ready for launching.

Fig. 91 Hospital and employment office erected in 1916.

Fig. 102 Hayward’s Creek in 1904. The buildings shown in the photo have all in the last few years been demolished and the land is now occupied by shops and storehouses belonging to the Fore River Co.

Fig. 81 The Fore River Plant in 1904. This view was taken from the roof of the office building situated on the northerly corner of East Howard Street and Howard Ave. This office building was in 1900 floated down the river from the original yard of this company which was located near the toll bridge in East Braintree. This office building was demolished the past winter.

Fig. 105 View in 1919 of Haywards Creek and the Quincy shore. This front was as early as 1789 occupied by wharves; the lower end being used in the granite business as early as 1840. In 1869 Mr. Charles Mitchell purchased the wharf property of the Newcomb family who were the first owners of record of this property including the site now occupied by the Fore River Co. Mr. Mitchell having previously purchased the quarry land in the South Common, built a railroad a distance of about one mile from his quarry to the wharves at Haywards Creek, the location being the same as now occupied by the Fore River railroad.

Fig. 97 The land here shown within the cross-hatched section was taken by the Commissioners March 1917 under the authority of Chapt. 748 of the Acts of 1911. The land and flats include 97.14 acres, of which 24 acres are in the City of Quincy and 73 of which are in the town of Braintree.

Fig. 99 The Dry Dock situated at the mouth of Haywards Creek, was constructed in 1919-20, and is 480 feet long and 116 feet in width. The floor is constructed of ten pontoons, the wings are of steel plates and are 35 feet in height, thirteen feet wide at the base and tapered to nine feet at the top. The pontoons [and] being securely fastened together. Each pontoon is fitted with two fifteen inch motor driven pumps, which are operated from the control house situated at the left in the photo. By the filling of the pontoons and wings with water, this whole structure is submerged into a well which was dredged to a depth of 36 feet below mean low water mark. A vessel is then towed into the Dock (the ends of which are open), and the pumps are started, and at the expiration of twenty five minutes the Dock has been raised to the level of the tide, leaving the hull of the enclosed vessel high and dry, resting on the floor of the Dock. The lifting capacity of the Dock is 12,000 tons, and it is large enough to accommodate a vessel of 550 feet in length. Under an agreement between the Commissioners and the Bethlehem Shipbuilding Corpn., this Dock was constructed and is now operated by the said corpn. This summer it is proposed to place a ten ton derrick at the head of this pier; and it is further contemplated to erect at the right of the Dock, a State Pier to accommodate the shipping, and to be used as a distributing station, and in conjunction with the Fore River railroad, for the convenience of southeastern Massachusetts, and also to relieve the congestion at the wharves in Boston.

Fig. 98 View of the plant of the Mass. Oil Refining Co. and railroad situated on the Braintree shore of Haywards Creek.

Fig. 101, Fig.100 Views from East Howard Street of the Dock and the Oil Plant.

Fig. 104 View across Haywards Creek during the construction of the branch railroad, which is 1875 feet in length, to the new Oil Refining Co. works on the Braintree shore of the Creek. The elevation shown at the left of the photo, is the locality known as the “Trilobite Ledge”, where numbers of these petrified forms of shellfish have in the past been unearthed.

Fig. 103 View of the concrete pipe laid on the easterly side of Haywards Creek the size of which at Quincy Ave. is three feet in diameter and increases in size to four feet at the bulkhead, and is intended to take care of the flow of water from the territory at the south and west formerly drained by the creek. The area known as Haywards Creek has been filled in and utilized by the Fore River Co.

Fig. 92 View of the cut through “Round Hill” at Newcomb Square, for the purpose of obtaining a roadbed for the Fore River Railroad, which was constructed in 1903 from the yard of the Shipbuilding Co. to the South Shore line of the NYNH&H RR, at East Braintree.

Having looked along the shore of Weymouth Fore River from Quincy Great Hill, to Boat Point, and also to the head of tide water on Hayward’s Creek, I will now invite you to accompany me up Town River and the Quincy Canal to the head of tide water at these points.

Under the provisions of Chapt. 131 of the resolves of 1912, the General Court authorized and directed the Directors of the Port of Boston to widen, deepen, and straighten the present channel in Town River in the city of Quincy from Baker Basin to a point near Johnson’s lumber wharf. For this purpose the Directors were allowed to expend a sum not exceeding twenty five thousand dollars to be paid out of the Commonwealth Flats Improvement Fund; provided that the Directors are satisfied that the City of Quincy will build a municipal dock of proper proportions and capacity and properly located. This twenty five thousand dollars is still awaiting the action of the City of Quincy, but owing to the lack of harmony which exists among the promoters of this project, Town River remains in the same deplorable condition that existed at the passage of the above appropriation.

Fig.109 View in 1919 from the Street Rly Power-house looking up the Town River. On the left are the houses lately erected by the United States Housing Corporation located on the “Baker Basin Tract” so called. At the extreme left is the location of the shipyard formerly occupied by Mr. Peleg F. Jones, who purchased this property in 1834 and established the shipbuilding business which he continued here until his death.

Fig. 110 The Baker Basin Tract and also the Baker Basin and boat yard. In front of the houses on the water-front can be seen two wharves which were known as Bramhall’s wharves, and were constructed about the year 1800 for the accommodation of the fishing vessels which landed here. The site of the houses being the location of the large flake yards established here for the curing of the fish. This yard and industry were conducted by Mr. Benjamin Bramhall, Major Vinal, and Mr. Joseph Nickerson until about 1837 when the property was disposed of.

Fig. 112 View across Town River showing Mosquito Woods and Cat Island. At the left of the photo beyond the boats anchored in the river is the boatyard of Mr. Charles C. Hanley where some of the fastest yachts in the country have been built.

Fig. 291 Phillips Head and the Sailors Snug Harbor at Germantown. In the cove at the right of Phillips Head was located in 1755, the glass-works; operated under the supervision of Mr. Joseph Palmer Fig. 117, and Mr. Richard Cranch. After a few years, the project was abandoned most of the German people removed to Maine and Pennsylvania. In this cove was also built in 1878 the ship “Massachusetts”; her dimensions being – keel 116 feet, beam 36 ft. 10 in. She was built for the Canton trade and carried 36 guns.

In 1789 Mr. Peter Bicknell purchased one hundred acres of land and the dwelling formerly occupied by General Palmer. This purchase included practically the entire area of Germantown, except twenty six acres at the northerly end, which was owned by the town and known as “the school land” this parcel of twenty six acres was also purchased of the Town of Braintree by Mr. Bicknell in 1815 , it having in 1793 been set off in the division of the School-land between the towns of Braintree and Quincy in which division the Town of Quincy assigned twenty six acres of land at what is now known as Bethel Beach. The house occupied by General Palmer was situated at the extreme right of the photo and after the purchase of the property by the Sailors Snug Harbor Corpn., was occupied a few years as the home until the present building was erected. The old house was later moved to the site now occupied by the dormitory shown in the photo, and was demolished in [ ] when the dormitory building was erected. About 1830 Mr. John Sullivan purchased this property, and his daughters conducted a family school here until the Sailors Snug Harbor was established. The buildings here shown are those occupied by the Sailors Snug Harbor, which is a corporation established here in 1851, to harbor retired sailors from the merchant service who have become disabled or aged. During the greater part of the year these sailors maintain a ferry across the river to and from Germantown and the Powerhouse Point.

Fig. 121 The Ferry-house and ferrymen in 1908, connected with the Sailors Snug Harbor at Germantown.

Fig. 130 A close up view of the Cove at Germantown.

Fig. 119 An old engraving of the Sailors Snug Harbor buildings at Germantown, dedicated July 14, 1856. Dr. William P. Lunt composed and delivered a poem on this occasion. This poem was dedicated to Mr. Robert B. Forbes of Milton who had done so much disinterested work for the comfort and welfare of the sailors.

Fig. 292 Germantown shore and Point, at the mouth of Town River. The last three views give us an idea of the possibilities of development of this shore; there being at this point in the river from twelve to forty feet of water at low tide.

Fig. 122 A copy of one of the certificates of stock in the Quincy Point and Germantown Ferry Co. In 1855 several of the residents of Germantown and of Quincy Point received from the Gen Court an Act of Incorporation as the Quincy Point and Germantown Ferry Co. with a capital of twenty five thousand dollars, to run a ferry between Quincy Point and Germantown. This ferry was established and operated a few years, but not proving a financial success, was abandoned.

Fig. 120 Previous to 1752, the neck of land now called Germantown was known as Shed’s Neck”; and was probably named in honor of Daniel Shed who was the earliest known resident on this neck. Mr. Shed was here from 1647 to 1658, and shortly after removed to Billerica, where he made his permanent residence. In 1916 the Shed Family Association erected this memorial which is located ajdacent to the road on the Sailors Snug Harbor property at Germantown.

Fig. 113 View down Town River from Baker Basin; showing in the foreground the two fish wharves above mentioned; also the power house of the Bay State St. Rly. Co. and beyond at the left is the Germantown shore.

Fig. 115 The Baker Basin in 1907. This corporation located here in 1905, and have been successful in the construction of small vessels and yachts. They also make a speciality of storing, during the winter months, large and small yachts; and some large steamers have been wintered here.

Fig 128 Baker Basin in 1919 showing the vessels stored here during the winter of 1918-9 including some of the camouflaged freighters and passenger boats. The tall structure at the right of the photo is the gravel carrier screen erected here in 1917-18 by the contractors at a cost of over $200,000. This plant was used in the handling of thousands of tons of gravel taken from the bank at the rear of the Basin, and freighted on scows to the Commonwealth Pier at South Boston to be used for the concrete work about the pier and buildings.

Fig. 293 In 1895 the City of Quincy purchased eight and one half acres of land at Point Holes, for the purpose of providing a playground for the citizens of Ward Two.

Fig. 131 View from the Ward Two playground, looking northwest across Town River; showing Hanley’s boat yard, and beyond which is Quincy’s Woods.

Fig. 294 Photo from the same view point in which is seen the shore near Bethel Beach on the road to Germantown. In the plans of the proposed development of Town River, it is suggested that this large cove be filled, and the land thus reclaimed to be utilized for wharf property.

Fig. 132 Philips Head and the power house at the mouth of Town River. In the area of Town River here shown, there is from thirty to forty feet of water at low tide.

Fig. 129 Baker Yacht Basin from the Ward Two playground.

Fig. 295 A close up view of Edwards wharf situated on Town river at the foot of River Street. Also showing the Town River Yacht Club house, the Quincy Lumber Co. wharf, and the power house of the Quincy Electric Light and Power Co. situated on Brackett’s wharf. Edwards wharf was constructed about 1850 by Messrs. C. H. & S. R. Edwards who established a coal business here in 1858. The Quincy Marine Rly Co. was incorporated previous to 1860, and constructed a railway and buildings on the site at the left and beyond Edwards wharf. This wharf and railway were for a short time a successful venture; but for the past thirty years the wharf has been lying here without occupancy, owing probably to the existing condition of the channel which has been allowed to fill up until there is scarcely two feet of water at low tide. With the recent development of Ward Two it seems with a proper development of this site, together with the providing of the necessary depth of water in the channel, that this location would be an ideal site for the accommodation of a business.

The wharf now owned and occupied by the Quincy Lumber Co. was in 1819 the site of a shipyard conducted here by Mr. John Souther, which he and his sons continued for over fifty years. This wharf for the past fifty years has been occupied as a lumber wharf by Mr. W.F. Lakin, Mr. Pomeroy, and later by Mr. Benjamin Johnson, who was located here for over thirty years and during which time rebuilt and extended the wharves until his entire [____] was available for the wharfing of the schooners which came here from Maine and the Provinces, loaded with lumber. The Quincy Lumber Co. purchased the property about 1910 and are at the present time conducting an extensive lumber business here.

Fig. 127 The Town River Yacht Club- house located on Town River at the foot of Edison Park. This club was organized in the year Nov. 21, 1911 and elected Hon. E. Huston as Commodore and have at the present time a membership of 100. The organization has recently purchased land on the point adjoining the Ward Two Play-ground, and in the summer of 1920 located here with their clubhouse outfit.

Fig. 126 Showing the above clubhouse afloat on its way to the above location.

Fig. 116 Lelois Boatyard and shop located at the foot of River Street, on the Town River. This being the location of the Marine Railway above described. This yard and shop were conducted for over thirty years by Mr. Ambrose Lelois in the building, storing, and the repair of yachts; and, during the past ten years the shop has been occupied by Sprague and Barrows, and later by Mr. Sprague. During the fall and winter last past this shop was torn down.

Fig. 296 Broadmeadows at the head of Town River, near Brackett’s wharf. The Broadmeadows contain about one hundred and twenty five acres of salt marsh and creeks, together with about ten acres of islands of upland, which are not proving a very valuable asset to the City. It is proposed to utilize this tract, provided the river was dredged to depth of eight feet of water at low tide, and to width of sixty or more feet; and to use the material in raising the level of the meadows, after a bulk-head has been constructed to hold the same. Thereby making available land for the erection of manufacturing plants and ware-houses. This location being within ten minutes walk of City Square, and by the construction of a branch from the main line of the NY NH & H RR , this property would increase in value, and the revenue received by the City would be increased enormously. Lying at the wharf at the left of the photo, is one of the scows used by the last generation, in the freighting of grout and ballast which was used in the construction of sea walls and wharves along the shores of New England and the Middle States. Thousands of tons of this material have been shipped in the past, from this wharf, in these “square toed frigates” as they were called. This wharf was in existence long before the year 1700, and was known for over two hundred years as “Brackett’s Landing”, and previous to that as “William Savil’s Landing”. The stream in which the “square toed frigate” above mentioned lies, was the original outlet of Town Brook; in 1825 when the Quincy Canal was built, the opening shown at the right of the photo, was cut through the neck of land here shown as an island, thereby providing a direct entrance from the Canal into Town River.

Fig. 297 A continuation of the previous photo showing Bracketts wharf and another portion of the Broad-meadows. 

Fig. 298, Fig. 299, Fig. 300 Three views of the Broadmeadow from Sea St. looking toward Town River.

Fig. 301 A view of “Pumpkin Hill” located on the end of Brackett Street near the wharf. This hill was leveled in the year [___].

Fig. 302 Power house of the Q.E.L. & P.Co. located on Bracketts wharf, erected in [__]

Fig. 303 A view from the head of Town River, with Bracketts wharf at the right, and the wharf of the Quincy Lumber Co. in the center of the photo.

Fig. 304 Bridge across Town River at the head of navigation, located about two hundred feet above [____]; and as far as I know, is the first attempt to bridge the Town River in any portion of it. This bridge was built by Mr. Peter Fallon in 1906. This photo was taken at low tide while the previous one shown was taken on the full tide. We have now reached the head of navigation in Town River; the entire length of which from its entrance into Weymouth Fore River, up to Fallon’s Bridge is approximately two miles in length. For a distance of one fourth of the way up the river we have a depth from eight to ten feet of water at low tide, the balance of the distance we have hardly three feet. The General Court, a few years ago, appropriated the sum of twenty five thousand dollars for the purpose of dredging this portion of Town River, provided the City of Quincy would establish a Public Dock at some point along the shore; but owing to the variance in the opinions of the citizens interested in the matter, we have been unable to decide upon any definite location for the dock. I understand from very good authority that the Gen. Court is favorably inclined to increase the amount already appropriated, provided the citizens of Quincy will interest themselves enough in the matter to make a start.

Fig. 108 Entrance of the Quincy Canal into the Town River together with wharf of the Quincy Lumber Co. and the old grist mill.

Fig. 305 A birds eye view of the Quincy Canal and the adjacent property situated in the center of the city. Within a few minutes walk of City Square is this valuable water-way. As early as 1670, we find by the records that this waterway was utilized for a board mill and the Town Landing; which were located at the foot of the present Elm Place. In 1687 five acres of the land adjoining were conveyed with the provision that “Robert Twelves hath liberty of the Landing Place for his own proper goods, during his life without molestation”; and also the land the mill stands on, as will appear by a deed under hand and seal. Mr. Robert Twelves was in 1672 one of the purchasers of seventy acres of land in this vicinity; and in the division between the purchasers the property at the Landing containing about twelve acres was assigned to him. His dwelling house was located on the Southeasterly corner of Washington and Elm Street, on the site of the house now occupied by Mr. Hardwick. After the death of Mr. Twelves the old mill was not referred to, but the Landing Place is mentioned in all of the conveyances of the land in this vicinity for over one hundred and fifty years. The present Elm Street was, previous to 1850, known and commonly called “the road to the Landing place.”

Fig. 166 In 1806 Mr. Ebenezer Thayer, the owner of the property bordering on the easterly bank of the present canal, obtained an Act of Legislature authorizing him to build a dam across Town River, so called, for the purpose of erecting a mill of mills in Quincy. This dam and mill were constructed and have been maintained for over one hundred years, and are now owned and occupied by the Quincy Lumber Co. In 1825 Mr. William Wood and others obtained from the Gen.Court an Act to incorporate the proprietors of the Quincy Canal; and the said Corporation shall be entitled to ask and receive for their sole benefit, of and from all vessels, boats, rafts, gondolas, etc. passing through the locks of said Canal, fee or toll not exceeding the following rates, viz—

for every ton of stone six cents per ton
“ “ cord of wood twelve & ½ cents
“ “ M feet of boards fifteen cents and other sawn lumber in proportion
   
 
“ “ M feet of timber ten cents
“ one ton of timber ten cents per ton
shingles four cents per M
laths six
clapboards twenty
brick eight
lime four per cask

and all other articles to pay toll in proportion to the above named rates and for every vessel carrying passengers or plying through the locks of said Canal, shall pay six cents per ton for the amount of tonnage she may be able to carry.

At this time the locks shown at the left of the mill were constructed with a twelve foot opening.

Fig. 306 Looking up the Canal from Pond Street. The length of Quincy Canal from its entrance into Town River to the head at Washington Street, is a distance of nearly one half a mile, and along this entire length is a good firm gravel bottom, admirably suited for the construction of a dolphin wharf; and the surrounding country is also suited for manufacturing of ware-house sites.

Fig. 307 Copy of a steel engraving of the head of the Quincy Canal taken from a bank note issued by the Quincy Stone Bank in 1863. This photo shows the corner of Washington Street as it looked in 1863 when the Canal property was disposed of. At this time the wharves of the Quincy Canal Co. were utilized in the lumber, coal and granite business, and vessels drawing six and eight feet of water were floated at the wharves adjacent to the present Canal Street. The wharf at the right of the photo was in use as a lumber wharf as late as 1890. The lumber having been rafted up the Canal. But the wash from the brook has been allowed to reduce the width of this waterway until it is less than one fifth of the Canal as it was dredged out.

Fig. 137 View in 1908 from Canal Street looking down the Canal toward the Gas Works. The old tow path was on the left bank of the Canal as shown here. The site at the left of the photo was occupied from [___] to [___] by the large polishing mill and cutting sheds operated by Messrs. McKenzie and Patterson.

Fig. 308 Another view of the old tow path.

Fig.309 Looking down the Canal from the foot of Bent Place.

[Slide missing] Citizens Gas Light Co. Plant in 1908.

Fig. 310 The southerly bank of the Canal from DiPanifilio’s garage, showing about ten acres of vacant land, with a street on two sides.

Fig. 311 The southerly bank of the Canal looking up from Pond Street. These views of the property adjacent to the Canal, in the aggregate show approximately thirty acres of unimproved real estate, which is located within ten minutes walk of City Hall; bordering on accepted streets and also on one of the main waterways of the City, and it is also feasible to construct a branch railroad to the main line of the NY NH & H RR thereby obtaining easy transportation either by water or railroad. As the City increases in population, and it is fair to presume that it will, the development of the Quincy Canal, and the Town River are sure to be subject of much study and consideration by the business men of our City.

In presenting these photos and descriptions to you this evening, I have endeavored to show what natural advantages are possessed by our City, and how our citizens have in the past and are at the present time utilizing these advantages. Of course we all know how hard it is to discern the best methods of accomplishing good results from our endeavors, but it seems to me, when we look into the past one hundred year, and see what has been done with our water-front, taking into consideration the small population, a few hundred souls, and the scarcity of money at their command, I tell you they had some courage.