USA > New Hampshire > Grafton County > Hanover > A history of the town of Hanover, N.H. > Part 30
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Lundon Dow was a native African, previously a slave of the Peters family in Hebron, Connecticut.
"Jinny" Wentworth, a former slave of Governor Wentworth's family, had a son "Denison" (a name in the Wentworth family). She was a woman noted for piety and worth, a "good nigger," though this reputation was not sustained by her children. With some other negroes she lived near the top of Negro ("Nigger") Hill on the east side of the road. The story is told that she had a stentorian voice, such that she could stand in her doorway and call her son "Den" from the common.
BILL OF SALE
Know all men by these presents that I Benjamin Patterson of Piermont in the County of Orange, gentleman, for the consideration of fifty pounds lawful money to me paid by Ebenezer Brewster of Dresden in the County of Windsor, Esqr, the receipt whereof I do hereby acknowledge, do by these presents sell, grant, and make over to him, the said Ebenezer, a certain negro woman named Lucy, about twenty-two years of age. To have and to hold the said negro woman to him the said Ebenezer and his assigns during the term of her natural life. And I do hereby covenant with the said Ebenezer, that I have good right and authority to sell the said negro woman in manner aforesaid, and that I will warrant her to him against the legal claims of all persons whatever. In witness whereof I do hereto set my hand and seal this tenth day of May AD 1781.
Benja Patterson (Seal)
Signed sealed and declared in presence of
Samuel Hunt, Jr. Ben West
APPENDIX II
HANOVER ROADS
BY J. W. GOLDTHWAIT
T HE network of roads over Hanover township is a compromise between a desire to follow a geometric pattern and a willing- ness to accept the control of hilly topography. The latter domi- nates. The original "lay-out," by Edmund Freeman, 2nd, sur- veyor, and his party, was an arbitrary system of two sets of roads running parallel to the town bounds, criss-cross, and spaced at regular intervals. They intersected so as to make lozenge-shaped tracts, each tract forming a block of four 100-acre lots. This design was not only drawn up on paper, but marked out on the land itself by spotting trees and clearing road "allowances" over the central and western portions of the township generally, in 1764, the year before actual settlement began. The lozenge pat- tern, however, was not intended to be rigid, as the committee and the proprietors explicitly stated that any road should be "turned" out of the "allowance" across private property wherever the straight line proved "utterly unfit" or as convenience required. Allowances were so numerous, so well spaced, and so wide, (every 100-acre lot having a frontage on one either 4 or 8 or 10 rods wide) that the plan had unlimited elasticity. With the settlement of one tract of land after another, between 1765 and 1790, the turning of roads from allowances to the right or left became common practice. Roads at first informally "laid" and "trod" from house to house were presently accepted as town roads, with legal exchange for allowance abutting on the same property. The Records of the Proprietors, especially after 1775, contain liter- ally hundreds of cases of such exchange; while over a hundred surveys of roads are scrupulously recorded in a special "Record of highways." In all these roads crookedness is conspicuous.
The rambling courses of these old roads, however, are not so much due to avoidance of hills as to smaller but worse obstacles. Travel by ox cart was hardly any slower or less sure up long steep grades than on a level; and light travel by horseback was about as fast over the hills as around them. Sharp curves in those
303
304
History of Hanover
days made no trouble. Among the first roads to be laid out and heavily traveled are the two highways over the highlands south- east of Etna,-one across Pork Hill to Ruddsboro, still in use though shunned by motor cars, and the other across Mt. Tugg toward Mascoma Lake, long since abandoned, though once an artery of communication with "Lebanon City." New Hamp- shire's first cross-country highway, the Wolfeboro road, climbed boldly up to a 1900-foot saddle on Moose Mountain, to connect the college of Eleazar Wheelock with the country estate of Gover- nor John Wentworth, ninety miles away. Abrupt kinks in the road surveys are rarely detours around ledges ; they usually mark brook crossings. Swamps and stream courses particularly were side-stepped, in laying out roads ; for cutting and filling to secure better grade or alignment were hardly thought of then, though felling of forests, laying of corduroy, and construction of stone walls was a daily experience. Surveys of roads across Moose Mountain make no mention whatever of that great ridge. Only when you plot the survey and fit it to the map do you discover that the road crossed the mountain.
There is a bewildering abundance of records of highways laid out and changed, in this township. The present study, though time consuming, can only introduce Hanover roads to those who like to trace them out for themselves. Town records (of which those from 1761 to 1818 are in printed form) contain fifteen or twenty of the road surveys and a variety of votes dealing in quaint language with projects for laying out, altering, or abandon- ing them. There is a sheepskin-bound volume entitled "Record of Highways" in the Selectmen's office, begun near the close of the 18th century. It includes not only full details of the official surveys prior to that time, but also all-or practically all-of the surveys since then, down to 1889, and copies of petitions (not always granted) for the laying out of roads, and lists of acreage of town land exchanged for private land crossed. Nearly all of these original surveys have been plotted to scale and fitted, so far as practicable, to the accompanying map, which had already been drawn for another purpose. In many cases, an attempt has been made to check doubtful points and lines in the field, often though not always with satisfactory result. To fully complete this task would take months more of work. Especially there is opportunity to settle definitely the location of roads not yet correctly identified, by close study of the Proprietor's records,
HANOVER
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plane table and rapid field survey methods, at various times, 1912 to 1926.
Contours and details in outlying districts drawn mainly by J.W. Goldthwait, using
in it numerous details from maps of later dates, including the U. S. Geological Survey's "Hanover Quadrangle" stadia surveys by the Thayer School, Hanover Reservoir Co., etc.
The map is based upon Walling's map of Grafton County, 1860, but has incorporated
104
.... Trails and wood roads,
- Old roads not definitely located
130
# # Mills and old mill sites
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305
Appendix II
a copy of which, temporarily in the care of the College, has afforded much help in all cases where there has been time to use it. Here may be found exact statements of the distance and width, in rods, of each piece of highway "turned" across private property, with the name of the owner and a precise description of location and size of strip of allowance given him in exchange for the land crossed. Since it is invariably the case (as explicitly stated in the records) that the allowance given in exchange abutts on the lot that the road crosses, it is possible to work out the ownership of the hundred-acre lots (or subdivisions of them), one by one, for dates when exchanges were effected. One could find out through close study of these cases, by labor equivalent to the solv- ing of several hundred cross-word puzzles, how nearly the town finished disposing of its original road allowances, and whether in some instances the same strip was given away twice. Troubles of that sort seem to have arisen occasionally in spite of careful phras- ing of the documents.
The task of going over the records of an old road, step by step, and tracing its course across the hills by compass and pacing is a fascinating one. In some cases, the survey begins (or ends) at a known point, such as "a stake and stones 19 rods n. of the n. w. corner of the 11th hundred-acre lot e, of the one-mile allowance," or "hard by the s. w. corner" of somebody's house. Plotting the course of the road on paper offers comparatively little difficulty. Where it runs in an allowance, one has to interpret "north" to mean N. 45° E. and "east" to mean S. 64° E .; for the town bounds and other lines of reference do not run north-and- south or east-and-west, but in the diagonal directions stated. In a few places, a distance or a compass bearing is left out or ambiguously given,-but not often. Where the statement in the Record of Highways fails to identify the road on the map, the Proprietors' Records usually solve the problem; for in them the same road, under the same date, is yet defined in terms sufficiently different and with such minute detail so that by putting the two records together one can work out the whole story. Compass bearings are almost always referred to true north, but may be in error three or four degrees. Turning points include : "stake and stones," "stone pitched in the ground," "a heap of stones," "a ledge," "a large rock with stones on it," "a small hemlock," "a birch staddle," "a black oak bush," "a buck bush," "a bunch of willows," "a maple tree marked H," "a great pine stump," or-
306
History of Hanover
more definitely "the west end of Zophar Ketcham's house" or "the s. w. corner of said Buck's woodshed." Trees and rocks were so plentiful that other markers were seldom used. Of the original landmarks, few are known today. What seems to be a "stone pitched in the ground" still stands on a knoll in John Chandler's pasture, on or close to the Three Mile line (which bisects the township). At the northeast corner of the 15th hundred-acre lot west of the Four Mile line, now a back pasture on Vincent C. Harris' farm, is a stake and stones in the woods, (a little to one side of the fence as that had been laid) discovered by Mr. Harris, and carefully set up with a new stake in place of the rotted one. A few other lot corners have been seen while making the present study ; and many more, doubtless, await discovery by those inter- ested enough to search for them.
The old roads were generally walled on one or both sides, and so remain. The same is true, in part, of lines marking out the hundred-acre lots, although more often these lines, if con- tinuously marked seem to have been run first with rail fence or stump fence and to survive today in barbed wire. Often the modern wire fence stands over a demolished stone wall, as if boulders had been moved away to enclose a neighboring field leaving only a broken line of rocks, survivors of the base course. The hap-hazard field fence, not on the original line, is not com- monly marked that way. Some old roads never were graded, and are now so sprinkled with rocks as to be beyond recognition. One has to remember that many of them were not long traveled, and that an ox cart might meander well enough along a strip of ground four rods wide, dodging the worst rocks; also that frost has heaved boulders to the surface since the road fell into disuse. Graded road bed and waterbars are found only on pieces of road exceptionally well laid or "turnpiked" and used more or less continuously through the first half of the 19th century.
The map, when used with careful attention to the accompany- ing text and index, will serve its purpose if it encourages Hanover people to explore their township and to work out problems of their own choosing. Nowhere is there a finer chance to apply Yankee ingenuity to solving puzzles in written record and obscure tracks than in these half hidden highways on the hills. For the convenience of those who find pleasure in correcting others' mis- takes-and who does not ?- a partial list of missing or doubtfully identified roads is included at the end of the fine print.
307
Appendix II
Explanation of the Map and Text
Each road or piece of road is given a number. The order of roads, indicated by numbers on the map and in fine print in the following pages is roughly chronological. First there is a small group of (six) roads among those first traveled, whose courses are definitely on record and fairly well known today. Others of that early period, mentioned in the Town Records or other docu- ments are too obscure to include. Next come thirty roads of the first, second and third "assignments," all officially fixed before 1800. The rest (No. 37-107) follow the order in which they appear in the "Record of Highways." The date given after number and location of each road, in the text, is usually the date of survey ; but in some cases is probably, rather, the date when the survey was recorded.
Roads confined to the village Precinct are omitted. Distinction is made by symbols between roads in common use and those "not kept up," the latter being generally not passable for motor cars. Conditions on them change somewhat from year to year. A few, only, of the innumerable wood roads (not ancient) and trails are shown. A special symbol is used to indicate those roads whose courses are wholly conjectural, and based on original surveys without a "check up" in the field.
Names of occupants of houses are for 1925-26, since when there have been many changes. Where these 1925-26 names are used in the text, they are in italics, to distinguish them from names of earlier time.
To economize space, abbreviations are used, as follows :
T. R .= town records cor. = corner
P. R. = proprietors' records m. = mile
R. H. = records of highways
abt. = about
br. = brook
prob. = probably
H. A. lot = hundred-acre lot
s. h. = schoolhouse
asgmt. = assignment
ch. = church
rec. = recorded
n., e., s., w., = north, east, south, west
loc. = located
surv. = survey
rd. = road
acc. = according approx. = approximately
1. Half Mile road. Oct. 3, 1764. Original record (P.R.) makes it run the whole distance across the township, with width of 8 rods; but it seems never to have been traveled continuously. Short sharp kinks near where it crossed Slade and Coleman brooks. Complete departure from straight course in last 3/4 m., where it ran down back of Sand Hill to Mink br. near town line. Followed now by State Highway
308
History of Hanover
from Lyme line s.w. for 11/2 m. almost to Slade br. (see No. 26). Thence, lost, with possible remnants near J. J. Cocksedge (see No. 20) and in woods between reservoir and Pinneo Hill, where it was mostly absorbed by No. 34, as shown by exchanges rec. in P.R. May have crossed Balch Hill almost at its summit; for surv. of Trescott rd. (No. 13) puts intersection at point 365 rods (acc. to R.H., but 419 rods acc. to P.R.) from s.e. cor. of campus, which would be only a little below A. Fairbanks, abt. where obscure cart path comes down from hill pasture. Lost, if ever used, from there to Sand Hill. Details of exchange of pieces, here, for private property crossed by Trescott rd. are rec. in P.R. under dates prior to 1800. Clearly traced from opp. A. R. Fogg down grade to Mink br. (Sleepy Hollow). Should be easy to locate definitely from there to town line, by original survey. 2. Wolfeboro road. Proposed in 1770, and traveled by Gov. John Went- worth and party, from his country seat in Wolfeboro to the College commencement in 1772. Portion from Girl br. in Hanover to the Center officially surv. Apr. 26, 1797 (R.H.). That portion from Three Mile rd. over Moose Mt. to Canaan line surv. (with re-loca- tion between the Three Mile line and the mountain) in T.R. under date June 15, 1815. No detailed surv. known for intervening portion. Prob. not continuously maintained, even at first, different parts falling into disuse or being reopened from time to time. Bridge over Camp br. built in 1772 (T.R.) Portion running up hillside past Outing Club cabin definitely located by 1797 surv., with indication of "hem- lock" where giant tree still stands beside cabin. Passed "Peter Knapp's house" at 4 cors. s. of Pinneo Hill; went "by the s.w. cor. of Dyer Willis' dooryard," where well built wall encloses orchard of L. Kewer. Bent sharply at crest of ridge beyond, where still plain with double stone walls out to Center rd. at L. LaBombard. Alterations rec .: (a) at Center, No. 52; (b) a shift from near Thornton to H. Guyer at inter- section with Three Mile rd. No. 68; (c) near Fitts place on e. slope of mt., No. 77; and (d) just w. of height of land, on mt., No. 79. See article by N. L. Goodrich in "The Dartmouth Alumni Magasine" for April, 1922, Vol XIV, No. 6. pp. 418-426.
3. Road from "Hill's Mills" (Etna) to Dartmouth College. July 7, 1775. The present Greensboro rd. to Etna with slight alterations near Greensboro. Began "near Mr. Hill's barn" (near S. McAllister) followed the bends of the br. somewhat more closely than now to Cutting's cor., had a kink like present one between E. P. Merrill and J. LaBombard, ran n. of present rd. e. of H. Buckman (see No. 55), and rounded Sand Hill on long arc like present one, ending in straight stretch of 130 rods "to Dartmo. College."
4. Road from Capt. Storrs' house (s.w. cor. of campus) to Half Mile rd. on Mink Br. meadow, near Lebanon line. July 7, 1775. Same as present State Highway down "Nigger Hill" to Mink Br. Seems to have turned s.e. beyond it, to meet Half Mile rd.
5. Road from the Meeting House (at Hanover Center) to Benjamin Hatch's. Nov. 7, 1769 (P.R.) Accepted by town Nov. 20, 1775
309
Appendix II
(T.R.) and ordered cleared out forthwith. Benj. Hatch at that time lived halfway between Etna and the Center (P. Monahan place). By 1792 he had moved up to the Center village. This main thorough- fare of early days was altered at different points and several times, without greatly changing its course. Doubtless extended down the br. to Hill's Mills; for was called the "brook road" and "road to mills." Absorbed by No. 7 in 1794.
6. River road, from line between River Lots 32 and 33, n. to Lyme line. Apr. 1778. Started just n. of cellar of I. Corey place and s. of J. A. Runnals, and followed closely present course of rd. Was a continuation of "highway which is laid from the College to said line" (between lots 32 and 33). Rest of surv. not recorded ?
7. Road from Capt. Stephen Kimball's to Lyme line. Feb. 26, 1794. No. 1 of 1st asgmt. Odd monstrosity of a rd., beginning high up on Hayes Hill at a certain H.A. lot cor. near Thornton, following rd. allowances or more convenient paths across country via Etna and the Center, and finishing in a long straight stretch of the Two Mile allow- ance, from North Neighborhood at Capt. Samuel Slade's (J. Board- man) up to the Lyme line. Many landmarks given definite positions in survey.
8. Road from Capt. Samuel Slade's at North Neighborhood to the Three Mile line near Perley Church's. Nov. 12, 1793. No. 2 of 1st asgmt. Approx. same as now traveled from J. Boardman to A. Fogg. Passed "Lieut. Webster's" at cellar hole e. of J. W. Ferson.
9. Road from Nathan West's to Seth West's and Mink Brook. Nov. 15, 1786. No. 3 of 1st asgmt. Perhaps somewhat as now, from Arvin s.h. around to Seth West's (at or near B. A. Hawley). Original surv. or present map badly at fault as regards distance. Surv. continued Nov. 13, 1793 from "Widow West's" to "a road running from Mr. Rudd's to Mink Brook." Prob. same as now traveled to Ruddsboro rd. near cemetery; but possibly w. of that rd., which is definitely same as No. 59.
10. Road from James Murch's sawmill (in Etna) across the highlands to Lebanon line "near west of Moose mountain and East of a little brook.". Oct. 2, 1785. No. 4 of 1st asgmt. Very long and crooked. Corresponds closely, plotted, with rds. now traveled from opp. library in Etna up Pork Hill past V. C. Harris and (perhaps as now) down to Ruddsboro rd. at D. Tobin; thence s. through valley called in later surveys "the Gulf" to town line. The record defines this as "a road Leading from Hanover to Lebanon line to Accomodate traveling to Market for the use of sd. Hanover and the public !"
11. Road from William Chandler's to Benjamin Hatch's. Dec. 10, 1785. No. 5 of 1st asgmt. Started "well by his dore yard," ran up through (now) orchard and pasture, over saddle, and w. down hill to Benj. Hatch's on road to Center (P. Monahan place). Scarcely traceable Double-walled lane abt. where it should have come out, at Hatch's does not quite conform to course of rd. and is too narrow.
310
History of Hanover
12. Road from West-Benton-Wright neighborhood (Arvin District) w. past Chandler's to Brook rd. (near Brick Church). Aug. 19, 1789. No. 6 of 1st asgmt. Including extensions of surv., this rd. ran from fork n. of W. Tobin (near old Tho. Nevens place) down to s.h., thence w. past Chandler place and continued on course obscurely marked but known to John Chandler, through a maple orchard, coming out back of H. Camp's brick house near brick ch.
13. Road from Jeremiah Trescott's to Dartmouth College. Nov. 20, 1787. No. 7 of 1st asgmt. Now called East Wheelock St. and Balch Hill rd., or Trescott rd. Started at Trescott house, a little w. of E. H. Mar- shall, and went almost as now to campus. Fixes intersection with Half Mile rd. high up on Balch Hill.
14. Road from near Stephen Kimball's s. to Samuel Karr's. Sept. 29, 1791. No. 8 of 1st asgmt. From same starting point as No. 7, ran e. toward Highlands s.h., thence s., perhaps somewhat as now (or along w. side of ridge?) to Lebanon line. Surv. extended (R.H.) Feb. 27, 1794 along town line e. much as now, to E. G. Briggs place (cf. No. 44 ).
15. Road from Stephen Kimball's e. over Mt. Tug and down to Gulf rd. near Lebanon line. Surv. July 3, 1795. No. 4 of 1st asgmt. but altered in R.H. to read as of 2nd asgmt. Ran from cor. at Highlands s.h. on course now mostly abandoned but still plainly traceable, with stone walls, through woods and pastures to top of ridge, where bends sharply and descends to town line and br. near Pinkham. Two houses still standing e. of s.h. located in surv. as "Isaac Houston's" and "Benjamin Tiffany's;" and cellar in clearing, beyond, as "Widow Chase's." Tradition makes this the road down which logs cut on the ridge were hauled to Elisha Payne's sawmill at Mascoma Lake, to be cut into timbers and hauled back over the ridge (Mt. Tug) and down through Etna to Hanover, for construction of Dartmouth Hall in 1784. The town had voted a rd. here, June 10, 1782, to run "from Samuel Hases to Col. Pain's Mill." Official surveys were often made long after the roads had been in use, in order to straighten out legal difficulties involved in exchange of allowance for private property.
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