USA > New Hampshire > Rockingham County > Salem > History of Salem, N.H. > Part 26
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October 7, 1761, voted to accept the road laid out from Oliver Kimball's to the road leading from. Jonathan Woodbury's to the meetinghouse. Oliver Kimball lived in an old log house near the place recently sold to the New Hampshire Breeders' Club by Charles Kimball. The road to which this road from Kimball's (now Pleasant Street) extended was what corre- sponded with Main Street, but perhaps a little farther south. In 1765 a road was accepted from Major Wright's to John Bayley 's.
Another. road was from Major Wright's to Samuel Huse's in Methuen, in place of the proposed road, passing between Wright's and Swan's. This Maj. Joseph Wright was a very influential man in the town, holding many offices for a long period. He lived at the corner of the new road from Stillwater, south of the pond, which took the place of that formerly passing the Thomas Webster or Evans place. This explains the offset in the road from the Hutchins or Townsend place to Westmoreland. The proposed road between Wright's house and James Swan's barn was in a straight line with that now by the house of L. A. Wat- jen, while this substituted was farther east and is the one now used. Those familiar with the road at this corner as it was twenty years ago will remember the old cellar with the lilacs surrounding it at the southeast corner of the roads. This was where Wright lived. He subsequently sold to a Page and he to David Messer, who tore down the house.
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HISTORY OF SALEM.
A third road was laid out from Wright's to David Burbank's "in Room of the Road that was Laid out by Haverhill formerly to the South of Said Road." This one we cannot locate.
In 1766 it was "Voted to allow a Road Laid out from Pelham Line at William Meloons Normost Corner; to the Road that leads from John Morlings to James Twodwils This is also a doubtful road. Moreland lived at Thom's Corner, but we do not know about Twaddle's place. If he lived to the northward this road may be the one past the Capt. Richard Woodbury homestead to No. 7 schoolhouse.
1767-"Voted to accept of the Road as it is now trod from the Province line near Richard Curriers to the meeting house & by Richard Dow Lankester John Ashby & So on to Windham Line. Also road from the meetinghouse to Jonathan Wood- bury's, as it is now trod. Also from Province line near Evan Jones' as it is now trod over the old Casway & So on by Esqr. Beedel Richard Dow Jun. So on to the Road that Leads from Capt Sanders to the meeting house." Here is something really interesting and important. Richard Currier lived at the later Stephen Currier farm. The first mentioned road was the one used from this point to Salem Center, thence past No. 1 school- house to Canobie Lake. The last part of this road has perhaps been altered, as a record two years later refers to a road ac- cepted to take the place of that by Ashby's.
The road from the meetinghouse to Jonathan Woodbury's followed Main Street and Policy Street nearly as they are today. Jonathan lived near the farm now owned by Albert Littlefield.
The third named road was from Wilson's Corner westward. The crossing of the river was known then as now as the "Cause- way." The origin of the name is somewhat uncertain. The most likely account which we have is that the original road across this part of the river was built across the meadow upon stumps and stakes thrown and driven down for a bed. A rough plank and log bridge spanned the narrow channel of the stream. It is probable that this rude structure was built very early in the settlement of the town, perhaps soon after 1700. The rich meadows on the west side of the Spicket furnished ex-
RESIDENCE OF CHARLES H. WEBSTER. (M 407)
NEW ROAD, STILLWATER.
THE OLD LOWELL HOMESTEAD (M 418)
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cellent hay crops to the proprietors long before they began to build their homesteads here. And some means of transporting it across the river would have been provided. The continuation of the road was toward North Salem, perhaps as far as Bluff Street.
1768. A road was accepted from Hedgehog brook to Joshua Heath's, provided it be made as good as the one then in use. This was the road south of the brook, toward Kelley's crossing.
Another road accepted this year led from Jesse Merrill's to the road from Thom's Corner to Hedgehog brook. This road is not now open, and may never have been used after its accept- ance.
1769. The road just mentioned from John Moreland's at Thom's Corner, was laid out beyond the brook and around to Oliver Kimball's.
This year another was laid out from near Joseph Gile's to Caleb Duston's, thence to Pattee's sawmill. The sawmill was at North Salem, and Caleb Duston lived at the present site of the Gordon farm near Mt. Pleasant cemetery. If, as is sup- posed, Gile lived near King's Corner, on the north base of Zion's Hill, the road here indicated was the one now in use from King's to North Salem.
A few other roads were laid out this year, but are not impor- tant. It was voted to raise seventy pounds lawful money to be expended on the highways. Each man worked out his share of highway taxes on the road near his land. This was sometimes not required because of repairs on a bridge or some similar work which had been performed.
In 1771 the town refused to accept the road from near Stephen Currier's to John Lowell's. Lowell lived in the old house which stood opposite "Willow Clump" farm, now owned by Fred O. Wheeler. This was the old Lowell homestead, being for many years in the family. Fifty years ago a Wilson lived there. The house was torn down by Mr. Wheeler. The accom- panying cut represents it as it appeared just prior to its demo- lition.
At the meeting held March 25, 1772, it was voted to pay a man for working a day on the road two shillings; for a yoke of
22
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HISTORY OF SALEM.
oxen, one shilling six pence, and for a "cart and wheels," eight pence. This is the first mention of the use of wheels which ap- pears in the records, and shows that a premium was placed on them in comparison with the drag more commonly used for such rough teaming.
The records of the roads laid out could probably all be inter- preted so as to obtain the locations if we had a complete knowl- edge of the property ownership at that time. But to obtain this would require examination of all deeds of property since recorded. For any particular farm this could be obtained, but to attempt it for the whole town would be beyond the compass of any town history. We have extracts from many old deeds, by which some of the principal historic places are better known.
THE LONDONDERRY TURNPIKE.
By far the most gigantic and important undertaking in the road building line that Salem has ever experienced was the con- struction of the great road known as the Londonderry Turnpike. This road has long been the main avenue of travel to points north and south of the town, forming as it has since the building of the railroad the highway connection between the stations. The project was undertaken by a private corporation, which was given its power by the General Court in legislation enacted June 12, 1804. John Prentice, John Dinsmoor, John Montgomery, William A. Kent and James Pinkerton had petitioned the court for power to build a toll road from Butters' Corner in Concord to the state line near Andover bridge. The conditions of the permission are best shown by the record of the act:
"An act to incorporate a company by the name of the London- derry Turnpike Incorporation." This gave to nine men and their associates and successors, the authority requested. They were John Prentice, John Phillips, Jr., Thomas W. Thompson, John Montgomery, William A. Kent, James Pinkerton, John Dinsmoor, Isaac Tom (Thom ?) and George Reid.
After rehearsing the preliminaries of organization the act in Sect. 3 states that the above named are "empowered to survey, lay out, make and keep in repair a Turnpike Road four rods wide in such route or track as in the best of their judgment shall com-
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bine shortness of distance with the most practicable ground from Butter's Corner in Concord to the state line near Andover Bridge." It was provided that in case of any dispute over com- pensation for land, the superior court should decide the ques- tion.
Very minute provisions were made for maintenance. This was to be provided for by tolls, to be collected from passengers on the road. The proprietors were empowered to erect and fix as many gates or turnpikes as should be necessary to collect the tolls from persons traveling, also to appoint as many toll gath- erers as they might think proper. The toll rates were as follows for one mile, the charge for any distance being proportional to the number of miles:
"for every 10 sheep or swine 1c
66 10 horses or cattle 2c
6 sulkey chair or chaise with one horse and two wheeles 2c
for every horse and rider, or led horse 1c
chariot, coach, stage, phaeton or chaise with two horses and four wheels, 4c
for every carriage of pleasure the like sums according to the number of wheels and horses drawing the same.
for each Cart or other carriage of burden drawn by one beast 1c.
for each cart, waggon or other carriage of burden drawn by two beasts, 1 cent and a half, if drawn by more than two beast, one cent for each additional yoke of oxen or pair of horses.
for each sleigh drawn by one horse one cent-if drawn by two horses, two cents; if by more than two horses one cent for each additional horse.
for each sled drawn by one beast, one cent; if drawn by two beasts one cent and a half; if by more than two beasts, one cent for each additional yoke of oxen or pair of horses."
To prevent persons from evading the toll it was provided that anyone who should leave the road instead of passing the gate, for the purpose of evading, should be charged three times the
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toll rate. If the gate-keeper should leave the gate temporarily it must be left open.
No toll could be collected from a person driving his carriage to or from public worship, or a funeral; or with his own horse, team, or cattle in going to or from the mill or on common or ordinary business of family concerns within the town where such person resided. Also an officer or soldier of the militia under arms, while passing to or from the place of duty, was exempted from paying toll.
To prevent the company from realizing too great a benefit from this privilege granted from the people it was stipulated that at the end of every six years an account should be rendered the supreme court. If this showed a net earning of more than nine per cent the rates for the future were to be reduced.
Where the turnpikes or gates should be erected on roads al- ready in use they should not affect the travel thereon. This was because some few parts of the new road would pass over highways already established, and in many cases would cross them. These highways were still to be open to free travel.
It was provided that after the expiration of a period of forty years the state should have the privilege of taking the road for a public highway by paying the proprietors the amount of money invested with nine per cent per annum less the tolls actually re- ceived. The state did this before the forty years had passed, at the request of the proprietors, at more favorable terms.
At the annual meeting held March 28, 1831, it was voted to accept the Turnpike as a free road on petition of Tristram Kim- ball, Asa Gage and others. In 1836 John H. Clendenin was chosen a committee "to oppose the laying out of the Londonderry Turnpike as a free public highway." We do not know that any results came from this action. Certainly the gates were out of use and tolls discontinued about 1840.
This road was practically a straight line from Concord to Bos- ton, by way of Andover bridge, now known as the Falls bridge at Lawrence. The halfway mark, as determined at the time, was a rough stone set into the ground beside the road nearly opposite the residence of Levi Woodbury. When C. H. Tenney rebuilt the wall along his property he set this stone among the others
NORTH POND ROAD, STILLWATER.
ISRAEL WOODBURY HOMESTEAD. (M 471)
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so that it projects a foot or more above the top of the wall, that the designation might be preserved. At that time Lawrence was still nearly half a century into the future, Andover extending to the Merrimack on the south side and Methuen on the north. Through the medium of this turnpike the slaughtering business for which the town of Brighton, Mass., became noted received a great impetus. An easy and direct route was furnished for drovers from the north country. From both sides came streams of cattle pouring into this great way, pushing on toward the markets of Boston, many of them traveling over a hundred miles. Regular stations were established at intervals, equipped with many commodious barns for putting up the droves over night. These will be referred to below. Even turkeys were driven over the road, several thousands often going in one drove. But for them no established halting places had charms to offer sufficient for their consideration. When the shades of evening had reached a certain degree of density, suddenly the whole drove with one accord rose from the road and sought a perch in the neighboring trees. The drover was prepared for such a halt, and drew up his covered wagon beside the road, where he passed the night. Usually the equipment included two or three men, two well trained shepherd dogs, a horse and covered wagon which carried the bed and a small stove, together with the necessary food supply. Turkeys were in those days not as uncommon on the farms hereabout as they are today ; and it was not unusual for a small flock of them to join a drove as it was passing through. On the other hand, stragglers from the drove frequently found agreeable companions in local flocks and tarried instead of pur- suing their course.
The drovers, however, were only one of the numerous classes who found this great road convenient. All lines of business came to depend more and more upon it for travel. Tradesmen and merchants passed over it to and from Boston, which, was then as now the center of trade. Stage routes with tavern ac- commodations were established and well patronized. Some of these will be here mentioned.
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HISTORY OF SALEM ..
TAVERNS.
There were three taverns on the Turnpike within Salem, not all flourishing for the same length of time, but each fulfilling its own peculiar need.
The first of these was the old Pattee place, now known as the Whitebridge Farm, and owned by J. W. Kelley, about a mile from the state line. This homestead was built in 1804, after the Turnpike had been surveyed and was considered a certainty. Laommi Baldwin, the engineer in charge of the survey, made his headquarters at the home of Richard Pattee, which afforded tavern accommodations. It stood very near the present site of No. 9 schoolhouse, and was torn down, the old timbers being used for the new house. Baldwin was sure that a location on the new line would be desirable, and his advice was followed.
The new house was built square and roomy. Commodious barns were built on the south side, a little farther from the road than the house stood. It is said that more than four hundred horses have been cared for there in one night. When General Lafayette passed through Salem in 1825 on his way from Bos- ton to Concord, he was entertained at this house. A turkey din- ner was provided and no pains were spared to give him a handsome welcome. The story has it that the refreshments poured were of such high quality that many of the party were in the best of humor before their departure. The large brick oven and massive chimney is still in its original condition, as, indeed, are many of the features both interior and exterior.
The old Tenney homestead on the hill near Canobie Lake sta- tion was for many years a favorite tavern. The trade at this house, however, was of a different class from that at the Pattee Tavern. Here the local country people for several miles around were wont to come to take the stage en route for Boston or Salem, Mass. And when left here on a night trip returning, they would not infrequently put up until morning, when they could better and more safely set out for home. This house was kept by Hezekiah Jones for many years, and later by John F. Tenney. The sightly location here had been early selected as a site for a homestead, old cellar holes testifying that houses had stood near this place in the past.
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HIGHWAYS AND BRIDGES.
The other tavern was that at Messer's Crossing, now known as Hampshire Road, built by Capt. David Messer in 1804. Like many of the old houses, this was built in part of material from an older structure. Messer was living in the old house which he had bought of Joseph W. Page, formerly the home of Maj. Joseph Wright, at the corner of the road from Methuen and the Dracut Path. When the Turnpike was built he tore down the old house and built a new one for a tavern. He foresaw the possibility of a flourishing business, subsequent events demon- strating that his vision was well grounded. The barns stood just to the south, across the road now leading toward the depot. This tavern was the favorite stopping place for drovers. Large droves of cattle and sheep were turned into the field south and west of the barns, to rest before continuing their way. Even after the railroad was built this station furnished an excellent trading place for stock on the way to the markets of Boston and vicinity. The old house was used as a dwelling for many years after its service as a tavern ceased. Time and weather worn, it at last fell into a state of dilapidation from which it was rescued by the hand of the firebug in 1896.
Soon after the building of the Turnpike houses began to spring up along the way, some erected there while others were moved from sites nearby. The road itself was intended to be straight, and is nearly so. However, the lowland just north of the Spicket at the Whitebridge Farm made it advisable to turn the course slightly to the west, the bend being made at the bridge. The reverse turn is just above the railroad crossing, thus making a wide curve around the low ground.
The land through which the Turnpike runs in Salem is some- what loose and sandy, so that it has been difficult to keep a firm top on the road. For many years the repeated repairs with gravel afforded only temporary relief, the footing for horses being equally as poor as the tread for the wheels. In 1904, on September 10th, the town at a special meeting voted permission to Mr. Edward F. Searles to macadamize the Turnpike from Messer's to Salem Depot, and also the piece of road southeast of this stretch as far as the state line near the farm of George E. Townsend, formerly the Hutchins place. This joined the
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HISTORY OF SALEM.
macadam road from Methuen, making one unbroken stretch from Lawrence to the Depot. Two other public-spirited land owners of Salem, Mr. Charles H. Tenney and Mr. Levi Wood- bury, completed the work from the Depot to the Windham line at Canobie Lake.
This was the beginning of building this kind of road in Salem. Since that time the town has several times put in long stretches of macadam road. It is unlikely that this work will cease before all of the main roads of the town have been converted. At pres- ent the Turnpike, as already stated, the entire length of Main Street from the "Stone House" at the corner of Policy Street to Pine Grove Cemetery, and the Lawrence road from the Center to the Webster place, are the roads macadamized.
The bridge over the causeway was repaired in 1805. It be- came more and more evident that something more permanent must be done here. The road was very insecure and the bridge narrow. This condition was ended to a large degree in 1857, when the work of filling and grading here was let to Contractor Sullivan of Lawrence. Nearly $500 was spent on the work, which was a fair amount considering the cheapness of labor and materials. A man then received one dollar per day, also the same price would hire a yoke of oxen. Plank sold for $12 per thousand and other supplies at corresponding prices. The work was not finished this year, and in 1859 new abutments were laid for the west bridge, and the whole widened to twenty-five feet in the clear. The work was done under direction of William Sullivan as before, at an expense of $548. -
When the electric line was laid the causeway was again widened and straightened, putting it in the present condition.
In 1830 two roads were laid out in the east part of the town. One was from Bryant's Corner, so called, where Bluff Street meets the North Salem road, thence eastward over Johnson's bridge past the old town farm to the road near Daniel Merrill's. This road had been traveled to some extent before. The other was a new road, and led from Wilson's Corner to the corner at Daniel Merrill's. Formerly the road from Hale's mill at the foot of Providence Hill had extended only as far as this corner, the travel then branching either to Haverhill on the
VIEW OF THE CAUSEWAY.
DANIEL TAYLOR
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HIGHWAYS AND BRIDGES.
east or turning west to Salem. On this road, now known as Poverty Street, was a place known as "Liberty Bars," where now the road on the north side of Captain's Pond joins. From 1830 to 1835 a great deal of discussion was carried on at town meeting regarding a proposed road from Joshua Merrill's, by the town farm, to the Atkinson line by way of Liberty Bars. It had been previously laid out in 1804, surveyed from the meet- inghouse over the causeway. This is found to be the case with many roads; they become largely disused and are then relaid and accepted or are discontinued.
The road opposite the present site of the townhouse was very narrow and had a considerable bend in it until 1802, when John Clendenin sold to the town a strip of land in the form of a triangle with the vertex at the tavern. It was sixteen rods long and two rods wide at the northeast end. This allowed the road to swing off to the west to a wider and less curved course.
The trees along Main Street and Lawrence Road between the Methodist and Congregational churches were set out May 6 and 7, 1858, by James Ayer and others. The maples in front of the residence of B. R. Wheeler and those across the street were set out May 14, 1858, by John R. Wheeler and Francis B. Kelley.
The road to the residence of Loren E. Bailey, on the hill above No. 6 schoolhouse, was laid out September 28, 1883.
In 1905 the New Hampshire Breeders' Club petitioned the town for permission to close a part of Pleasant Street, near the Kimball and Woodbury homesteads, and substitute a road a little farther to the west. Permission was granted and the fine piece of macadam now there was constructed.
Another comparatively new road is that from near the old Kelley homestead at Canobie Lake, passing Hitty Titty pond and coming into the road from Gould's mill in Windham to King's corner. This road furnishes a short route from North Salem to Canobie Lake, the junction with the old road being just halfway between the two places. It was built in 1891, the contract work being done by Truel & Rowe. The total cost was $2,833.50. The drive along the shore of the lake is one of the most attractive in town. The road is nearly level here, and fol- lows the windings of the water edge, shaded here and there by
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HISTORY OF SALEM.
large pines, oaks and maples. The cut on page 48 shows a view near the north end of the road, looking toward North Salem.
The last long road built by the town was that now known as the "New Road," from the Depot to Woodbury's Corner, at Millville. The history of this road dates back a good many years. A meeting was held on July 9, 1857, "to see if the town will vote to lay out a road from the Depot to Nathaniel Wood- bury's." The request was voted down! Nor was this the only instance. For from that time until the favorable vote was finally obtained the promoters of this project have presented the matter at intervals to the voters, working persistently till their end was accomplished. Meantime the route was surveyed several times, each time varying slightly from the preceding. One route, laid out just before 1880, lay slightly to the east of the road as built, and continued on from Millville to a point near Wheeler's mill.
In the warrant for the annual meeting in 1905, Article 21 stated: "By request. To see what sum of money the town will vote to raise towards building the new highway at Salem Depot to Bluff Street, so called, as per petition in hands of se- lectmen." Under this article an appropriation was made. The work was done by Loren E. Bailey and Charles Dow, at a total cost of $1,608.41.
WASHOUTS.
In 1843, early in June, the dam at the flume in Canobie Lake was broken down, letting out an enormous amount of water with a great rush. The roads and bridges along the brook were seri- ously damaged, in some places to the extent of being impassable.
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