The Granite Railway was one of the first railroads in the United States, built to carry granite from Quincy, Massachusetts, to a dock on the Neponset River in Milton. From there boats carried the heavy stone to Charlestown for construction of the Bunker Hill Monument. The Granite Railway is popularly termed the first commercial railroad in the United States, as it was the first chartered railway to evolve into a common carrier without an intervening closure. The last active quarry closed in 1963; in 1985, the Metropolitan District Commission purchased 22 acres (8.9 ha), including Granite Railway Quarry, as the Quincy Quarries Reservation.
History In 1825, after an exhaustive search throughout New England, Solomon Willard selected the Quincy site as the source of stone for the proposed Bunker Hill Monument. After many delays and much obstruction, the railway itself was granted a charter on March 4, 1826, with right of eminent domain to establish its right-of-way. Businessman and state legislator Thomas Handasyd Perkins organized the financing of the new Granite Railway Company, owning a majority of its shares, and he was designated its president. The railroad was designed and built by railway pioneer Gridley Bryant and began operations on October 7, 1826. Bryant used developments that had already been in use on the railroads in England, but he modified his design to allow for heavier, more concentrated loads and a three-foot (0.91 m) frost line. The railway ran three miles (4.8 km) from quarries to the Neponset River. Its wagons had wheels 6 ft (1.83 m) in diameter and were pulled by horses, although steam locomotives had been in operation in England for 13 years. The wooden rails were plated with iron and were laid 5 ft (1,524 mm) apart, on stone crossties spaced at 8-foot (2.4 m) intervals. By 1837, these wooden rails had been replaced by granite rails, once again capped with iron. In 1830, a new section of the railway, called the "Incline", was added to haul granite from the Pine Ledge Quarry to the railway level 84 ft (26 m) below. Wagons moved up and down the 315-foot (96 m) long incline in an endless conveyor belt. The incline continued in operation until the 1940s. The railway introduced several important inventions, including railway switches or frogs, the turntable, and double-truck railroad cars. Gridley Bryant never patented his inventions, believing they should be for the benefit of all. The novelty of the new railroad attracted tourists who journeyed out from Boston to witness the revolutionary technology in person. Notable visitors such as statesman Daniel Webster and English actress Fanny Kemble were early witnesses to the new railway. Miss Kemble described her 1833 visit in her journal. On July 25, 1832, the Granite Railway was the site of one of the first fatal railway accidents in the United States, when the wagon containing Thomas B. Achuas of Cuba derailed as he and three other tourists were taking a tour. The accident occurred while the wagon, empty of stone but now carrying the four passengers, was ascending the Incline on its return trip and a cable broke. The occupants of the car were thrown over a cliff, approximately 35 ft (11 m). Achuas was killed and the three other passengers were badly injured. In 1871, the Old Colony and Newport Railway took over the original right-of-way of the Granite Railway, replacing its track with contemporary construction, and steam trains then took granite from the quarries directly to Boston without need of barges from the Neponset River. This portion of the Old Colony Railroad through Quincy and Milton was later absorbed into the New York, New Haven and Hartford Railroad. During the early 20th century, metal channels were laid over the old granite rails on the Incline, and motor trucks were hauled up and down on a cable. Passenger service on the Granite Branch (West Quincy Branch) ended on September 30, 1940; freight service was abandoned in stages from 1941 to 1973. Most of the right of way of the railway was eventually incorporated into much of the Southeast Expressway in Milton and Quincy.
Gridley Bryant's recollection In an 1859 letter to Charles B. Stuart, Bryant wrote:
The Quincy Railway was commenced under the following circumstances: The 'Bunker Hill Monument Association' had been formed, and funds enough collected to commence the foundation of the monument in the spring of eighteen hundred and twenty-five. I aided the architect in preparing the foundation, and on the seventeenth day of June following, the corner-stone was laid by General de La Fayette, and I had the honor to assist as master builder at the ceremony. I had, previous to this, purchased a stone quarry (the funds being furnished by Dr. John C. Warren) for the express purpose of procuring the granite for constructing this monument. This quarry was in Quincy, nearly four miles from water-carriage. This suggested to me the idea of a railroad (the Manchester and Liverpool Railroad being in contemplation at that time, but was not begun until the spring following); accordingly, in the fall of eighteen hundred and twenty-five, I consulted Thomas H. Perkins, William Sullivan, Amos Lawrence, Isaac T. Davis, and David Moody, all of Boston, in reference to it. These gentlemen thought the project visionary and chimerical, but, being anxious to aid the Bunker Hill Monument, consented that I might see what could be done. I awaited the meeting of our Legislature in the winter of eighteen hundred and twenty-five and six, and after every delay and obstruction that could be thrown in the way, I finally obtained a charter, although there was great opposition in the House. The questions were asked: 'What do we know about rail-roads? Who ever heard of such a thing? Is it right to take people's land for a project that no one knows anything about? We have corporations enough already.' Such and similar objections were made, and onerous restrictions were imposed, but it finally passed by a small majority only. Unfavorable as the charter was, it was admitted that it was obtained by my exertions; but it was owing to the munificence and public spirit of Colonel T. H. Perkins that we were indebted for the whole enterprise. None of the first named gentlemen ever paid any assessments, and the whole stock finally fell into the hands of Colonel Perkins.
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