a hundred years without any special publicity or inquiry concerning them. In fact, it would seem as if the subject, and the large piece of territory involved, had been pretty much forgotten; so that in 1765, in March, a committee was appointed to inquire “by what terms the mill-owners held the mill-pond mills.” In May following, this committee reported, that on the 31st of July, 1643, there was granted to Henry Simons, George Burden, John Hill, and their partners, all the cove on the north-west side of the causeway leading towards Charlestown, with all the salt marsh bordering thereupon, not formerly granted, on these conditions: that within three years they erect thereon one or more corn-mills, “and maintain the same forever; also make a gate ten feet wide to open with the flood for the passage of boats into the cove,” &c. This gate was also to be “maintained forever.”
The Mill Pond, it is said, included about fifty acres,—nearly as large as the north end island,—and, of course, must have furnished during the time it was available—from an hour or two after full tide until an hour or two before the next tide, night and day—a very large and extensive water-power, and was, no doubt, though probably not half used, a very valuable property.
It is stated by Drake, as if it were a consequence of the action of the committee, that, “four years after the above report, a committee took possession of the premises, as having reverted to the town.” These proceedings, it will be noticed, all refer to the “mill-pond mills,” but may be presumed to include the pond and the whole grant made in 1643; so that in 1769 the property was in the hands of the town, as appears from these statements.
After this time, by some means or other, the Mill Pond Company, or Corporation, came into possession of the property, as Shaw says, “for the consideration of five dollars;” and in 1807, the town became a partner in the matter of tilling it up, the town to have the streets, we presume, and one-eighth of the lots filled within twenty years. Permission was also given to use the gravel of Beacon Hill for the purpose. The filling was completed more than fifty years ago, and the entire space has long been covered with buildings, and in 1832 included a theatre. The Boston and Maine Railroad Station stands over the creek; and the large depot buildings of the Fitchburg, Eastern, and Lowell Railroads are all on land taken from the river outside the ancient causeway: so that no one of the great railroad depots in the city stands upon the original land of the town.
Thus we have seen what were the features and topographical characteristics of the original peninsula which forms the groundwork, as it were, of the city proper of to-day. In the steady march of progress and improvements which have marked its growth for two hundred and fifty years, such changes and enlargements have been made, that neither its early outlines or its original shape are any where to be observed. The great coves on either side of the town have disappeared; and the renowned Tri-mountain, around which so much of history gathered, and so much of puritanism and patriotism were enshrined, is shorn of its ancient prestige, although still, as it were, the summit of State authority; and of “Corne Hill,” whereon the settlers of Boston, Charlestown, Roxbury, and Dorchester, in 1632, built the first fort for the defence of the settlement, not a vestige now remains.
Yet, broad and extensive as these improvements and enlargements of the original peninsula have been, they are at least equalled, if not exceeded, by what has been accomplished in other parts of the town; so that Boston proper—at first two islands, or nearly so, and afterwards a peninsula—has long ceased to be either the one or the other, and must now be regarded as a portion of the mainland. And this, too, while Charles River, by encroachments upon its bed on both sides, the numerous wharves projecting into it, and the bridges, railroads, and other structures resting upon its bottom, has been reduced in its proportions to one-third of its original size, and, in fact, has almost ceased to be a river in the proper sense of that term. So also on the south side of the town: Four Point Channel, which reached to Dover-street bridge, is now a narrow stream; and the South Bay, which lay between Roxbury and South Boston, has been greatly reduced in its proportions, and is crossed by the New England Railroad. So that it may be said, the city proper to-day stands consolidated on one side of the ancient neck with Roxbury and Dorchester, and on the other with Roxbury and Brookline. There still remain, however, a section of Charles River, forming a bay of itself, between Boston, Cambridge, and Brookline, and a considerable portion of the South Bay between Roxbury and South Boston. Brookline—originally Muddy Brook—was formerly considered as belonging to Boston, and its lands were apportioned among the early settlers of the town for agricultural purposes and the keeping of cattle. It is now nearly surrounded by the enlarged city, Brighton and Roxbury both belonging to Boston.
There is, however, one feature of Boston which may be said to remain intact, and that is Boston Common. When the settlers bought the peninsula of William Blackstone, or all his interest in it, excepting six acres, which he reserved for his own occupation, “the town laid out a place for a training-field, which ever since and now is used for that purpose, and for the feeding of cattle.” This was undoubtedly the origin of Boston Common; and the date of the transaction, as appears from the town records, was on “the 10th daye of the 9th month, 1634,” which, as the year commenced with March, would be November, 1634. It has undergone many changes, some enlargement by filling up the marsh on the river side, and numerous improvements in its general appearance by laying out its malls and walks, setting out trees, excluding cattle, walling around Crescent Pond (formerly Frog Pond), introduction of the Cochituate water and fountains, and, last, by the erection of the Army and Navy Monument on its highest elevation, once occupied as a fortification against its rightful owners by Gen. Gage and Gen. Howe.
Thus we have seen Boston as it was in 1630 and subsequent years,—originally one of three prominent peninsulas on the coast of New England, known by the Indians as Shawmut, Mishawam, and Mattapan, and afterwards, by the settlers, as Boston, Charlestown, and Dorchester (now South Boston). Each of these was connected with the mainland by a narrow neck of its own, and now all three, with the addition of Roxbury, West Roxbury, Brighton, and Noddle’s Island (East Boston), are included in the present metropolis, while Muddy Brook (Brookline) and Winnisimmet (Chelsea), which were originally attached to Boston, are not included within her present limits. The growth and expansion of the town, we judge, are unparalleled, in some respects, by any other city in the world, with a character of her own and a position in the history of the country of which she may well be proud.
II.
THE PUBLIC FERRIES
The first settlers of Charlestown and Boston of course saw an immediate necessity for the establishment of ferries on both sides of them; so that, after considerable numbers had arrived, this became imperative, especially that across Charles River,—“the great ferry,” as it was afterwards called. This may be called the first public enterprise undertaken by the colonists. There was, no doubt, from the first, means of crossing the river furnished by individuals before any public action had taken place, just as was done by Samuel Maverick at Noddle’s Island, who was disposed and prepared to accommodate everybody that came along. Measures were taken for the establishment of the Charlestown Ferry soon after the arrival of Gov. Winthrop’s party at Charlestown. At a meeting of the Court of Assistants, holden at Boston, Nov. 19, 1630,—present the governor, deputy-governor, Sir Richard Saltonstall, Mr. Ludlowe, Capt. Endicott, Mr. Coddington, Mr. Pinchon, and Mr. Bradstreet,—“It is further ordered, That whosoever shall first give in his name to Mr. Governor that he will undertake to set up a ferry betwixt Boston and Charlestown, and shall begin the same at such time as Mr. Governor shall appoint, shall have 1d. for every person and 1d. for every 100 weight of goods he shall transport.”
The ferry was no doubt undertaken at this time by Edward Converse; and, probably as it did not then pay very well, in June 14, 1631, an order was passed, “That Edward Converse, who had undertaken to set up a ferry between Boston and Charlestown, be allowed 2d. for every single person, and 1d. apiece, if there be two or more.”
The lease to Mr. Converse, in 1631, was renewed Nov. 9, 1636, in form as follows: “The Governor and treasurer, by order of the
