USA > New Hampshire > Grafton County > Bristol > History of the town of Bristol, Grafton County, New Hampshire, Volume I > Part 15
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The town had but a little while to rest without further trouble with this same road, though we are not told its exact location. On the 26th of May, 1809, Bridgewater held a special town meeting at the schoolhouse in what is now Bristol village "to see what sum of money the town will raise to work out on the river road this summer in consequence of the town being indicted and unless more work is done than what is assest an execution will issue against said town." At this meeting a com- mittee, consisting of Daniel Morse, Robert Craige, and Daniel Brown, was elected to examine the road and estimate how much money would be required to repair the road, and report at the next meeting. The next meeting was held July 12, following, and it was then voted to raise $150 to work out on the river road that summer. It this case the town of Bridgewater appears to have made an honest effort to comply with the order of the court ; but the court was not satisfied and imposed a fine of $215 on the town. At a special meeting called for the purpose it was "voted to raise $215 to satisfy the execution which the superior court has laid on the town as a fine to repair the river road." This amount was assessed as a special tax July 2, 1810.
It was no uncommon thing for a town to be indicted in those days. In 1818, New Chester had three indictments against it, and thought the indictments so unjust that it voted to stand trial on all. William W. Sargent was chosen the agent of the town and Mr. Fletcher of Salisbury was selected as counsel. The court was seemingly very free to grant an indictment; and one year there was an article in the warrant for a town meeting in New Chester to see what method the town could take to rid itself of complaints to the grand jury.
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HISTORY OF BRISTOL
In scanning the action of New Chester and Bridgewater in those years in supporting their highways, one is impressed with the fact that the roads were a great burden to the people that was borne generously according to the means of the people. In 1793, when Bridgewater paid its three selectmen a combined compensation of less than two pounds, it raised sixty pounds for its highways; in 1796, when twenty pounds were sufficient to pay town charges, it raised $300 for its roads, and in 1800 it raised $500. The amount of work that this money would secure may be judged from the fact that fifty cents per day was the common price for labor. In 1803, a day's labor brought eighty-three cents on the highway in the summer months, and only forty-two cents later. In 1806, $700 was raised ; in 1808, $600; and in 1810, $1,200; thus showing that the people in- creased the appropriation for roads as fast as the wealth of the town permitted.
In 1805, New Chester voted not to allow a turnpike to be. constructed from the lower end of Mayhew pike through the town to Boscawen ; but three years later a charter was granted to Whittier Sargent, Onesiphorus Page, Jacob Favor, Isaac Favor, Anthony Taylor, Thomas Favor, John Tolford, Jr., and their associates for the New Chester and Danbury Turnpike corpora- tion, with authority to build a turnpike from Union bridge in New Chester to the Grafton pike at or near George's mills in Danbury ; and this pike was built soon after.
THE MAYHEW TURNPIKE
The charter for the Mayhew turnpike was granted Dec. 22, 1803, to Moses Lewis, Thomas W. Thompson, Peter Mayhew, William Tarlton, Peter Sleeper, Ebenezer Kelley, and Moses Kelley. They were authorized to build a "turnpike four rods wide from or near Peter Peaslee's in New Chester, to the east side of Newfound pond thence on to a road leading from Plymouth to Coos in Rumney." This turnpike, as constructed, commenced near the Peaslee grave-yard, south of Smith's river, and ex- tended to West Plymouth, a distance of sixteen miles. The incorporators were authorized to establish as many gates as thought necessary, and the rates of toll for each mile were as follows :
Every ten sheep or swine I cent
Every ten cattle or horses 2 cents
Every horse rode or led 2 cents
Every sulky, chaise, chair, with one horse and two wheels 2 cents
Every chariot, coach, stage, phaeton or chaise, with two horses and four wheels 4 cents
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HIGHWAYS
Other pleasure carriage or carriages of burden drawn by one horse
I cent
Same by two beasts
I I-2 cents
For each additional yoke of oxen or pair of horses
I cent
For each sleigh with one horse
I I-2 cents
For each sleigh with two horses
2 cents
For each additional horse
I cent
Sled with one horse
cent
With two horses
I I-2 cents
For each additional pair of horses or oxen
I cent
It was a condition of the charter that the toll-gates should be kept open when not tended, and there was a fine of three times the toll for turning aside to avoid payment of toll. There were also certain exemptions, as those going to and from church or a funeral, those traveling in town where they resided, and the militia, under arms, going to or returning from military duty. To compensate the corporation for the free use of the pike by the inhabitants of the town, it was usual for those living along the pike to work out their highway taxes thereon. At the end of each six years, the company made a report to the justice of the superior court, and if the net dividends exceeded nine per cent., the justice could reduce the rates. Three years were given in which to complete the road and the state reserved the right to take the road at the end of forty years by paying its cost and nine per cent. added.
Peter Mayhew was the leading spirit in the building of this road. He was a Frenchman or a French Canadian and resided in Rumney. His son, William, lived for a few years, while the road was being built and after, in a little house on the east side of the pike just south of the present farmhouse of E. T. Pike. The turnpike was largely constructed, and perhaps completed and opened to the public, in 1805. It greatly facilitated travel from the northern part of the state, and increased business in this village, especially among the tavern keepers.
Previous to the building of the Mayhew turnpike, the only road from Bristol to the head of the lake, on the east shore, was by way of Whittemore's point. This circuitous route was avoided by cutting a straight road through the woods from where is now the Bridgewater post-office to the schoolhouse south of the old Hoyt tavern stand.
The only toll-gate in this village was on North Main street, two or three rods south of the present residence of Charles H. Proctor. The toll-gate house was a low posted, one- story struct- ure of four rooms that stood close to the traveled highway. From a post on the west side of the highway swung a large arm or gate across the road to the southwest corner of the house,
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HISTORY OF BRISTOL
where it was fastened, when not open for travel, by a wooden pin inserted into the corner post of the house.
During the first forty years of the last century the turnpikes of New Hampshire aided materially in the development of the state, but the exactions and burdens they imposed were borne with ill grace by the people. July 2, 1838, an act passed the legislature authorizing selectmen and the courts to take the franchise and other rights of corporations for public highways in the same manner as the lands of individuals. This caused an assault to be made against the turnpikes all over the state.
At the November term of court at Plymouth in 1839, a petition was presented by Thomas Paine and others praying that a public highway be laid out four rods wide from the inn of Thomas Paine in West Plymouth to the east meeting-house in Hill. A hearing on this petition was given at the court of com- mon pleas at Plymouth on the first Tuesday in January, 1840, and, the petition appearing reasonable, Larkin Baker, of West- moreland, Charles Flanders, of Plainfield, and Hon. Henry B. Rust, of Wolfeboro, were named as a committee to lay out the highway asked for, if, in their opinion, the public good required it. This committee met at the inn of Thomas Paine, Sept. 10, 1840, and gave a hearing, and at the November term of court reported that in their opinion the public good did require the lay- ing out of the highway, and that they had laid out the same four rods wide "from the head of the turnpike between the house formerly occupied by Thomas Paine and that then occupied by Solomon Jones at the intersection of the road leading from Ply- mouth to Haverhill, and continuing south over the Mayhew turnpike to the southern terminus thereof in the town of Hill."
The damage to the Mayhew turnpike corporation was fixed at $1,600, and this was apportioned among the several towns interested as follows: Plymouth, $340.70; Hebron, $366.49; Bridgewater, $337.29 ; Bristol, $529.09; Hill, $26.43. Thus this historic turnpike that had so materially aided in the develop- ment of this section, was carved up and given to the several towns named to be maintained, and the annoyance of the toll- gatherer ceased.
The construction of the Mayhew turnpike turned the travel from the road on the west side of New Chester mountain, and caused the readjustment of the highways in this section of the town. In 1808, Moses Lewis and others petitioned the town of Bridgewater to lay out a road from what is now the south end of Lake street to the bridge on Pleasant street. This road appears to have been made about this time, but not laid out by the town. New Chester continued the road from the river to the town line at South Alexandria. Bridgewater laid out this piece of road Mar. 12, 1821, the description being that it ex-
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HIGHWAYS
tended from the "guide post near Richard H. Sawyer's," known in late years as the Andrew J. Crockett residence, "to the bridge near Robert Brown's shop." On the same date, the eastern part of Pleasant street and Lake street to Willow were laid out, described as extending "from Bartlett's store to Walter Sleeper's." Mr. Sleeper lived at that time in what has been known for many years as the "tannery house." This road was opened to travel as early as 1800.
The road from "Smith's upper dam " on Smith's river past the Favor Locke farmhouse to the new road from Bristol village to South Alexandria was discontinued in 1810, and the rest of the road on the west side of the mountain to Willow street was used only a few years longer. The road where is now Pros- pect street, laid out in 1781, was voted Apr. 23, 1811, to be discontinued in thirteen months from that date.
Mar. 8, 1808, New Chester voted in favor of a road from John Smith's fulling-mill to the northern end of the turnpike bridge over Smith's river.
On both sides of Newfound river, where is now Bristol village, was an alder swamp. The first buildings in Central square were built three or four feet above the level of the street - in front. In 1820, the town voted to improve the approach to the bridge by filling "the hollow " north of it; and the job was considered so large that the selectmen were instructed to let the job by vendue. The filling process has been going on until the present time. In 1868, or '69, when Albert Blake was high- way surveyor, he raised the grade of the road from three to four feet from the bridge to Church street; and in 1900, when Cen- tral square was macadamized, the grade was raised from twelve to fifteen inches to its present level.
Central street was not laid out as a highway till May 27, 1824, when Central bridge was being constructed. At a town meeting held Apr. 19, 1824, the selectmen were authorized to make a return of this road as laid out by them on condition that the land could be had free of expense to the town. This was the earliest road or "path " to branch from the main road in New Chester, being opened in 1767, when the first grist-mill was erected where is now the Train-Smith Company's pulp- mill. At first this path was evidently close to the stream, and so continued till the erection of buildings on the bank crowded the " path " farther to the north. Apr. 16, 1817, F. J. Tay sold to Robert Smith a blacksmith shop standing "in the old high- way, near Turnpike bridge over Newfound river which I lately erected.''I Other facts could be mentioned to substantiate this point.
In 1835, Robert Morse, who owned the stage line from
I First building where is now the Abel block.
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HISTORY OF BRISTOL
Haverhill to Concord, desired a new road from Bristol vil- lage to Smith's river, to avoid the hills between these two points. The route desired was from the Prescott tavern on South Main street, down the south bank of Newfound river to the Pemigewasset ; thence very nearly as the railroad now runs to Smith's river; there again uniting with the turnpike. The town would not consent to the laying out of the road on account of the great expense involved, and the fact that it would simply parallel the turnpike; and Mr. Morse petitioned the court to lay out the road. The court appointed a committee to view the route, and lay out the road if it was thought that the public good demanded it. A special town meeting was, there- fore, held Aug. 17, 1836, at which it was voted "that if the committee appointed by the court lay out said road to choose an agent to select twelve men to examine the route and estimate the probable cost, take their depositions and go to court and oppose the laying out of the road." Robert Smith was chosen the agent.
The committee laid out the road practically as petitioned for, and another special town meeting was held June 3, 1837. At this time, the agent was authorized to carry the case to the superior court of judicature. This was done, and the case came up for a hearing at the July term, 1837, and was transferred to the December term of Merrimack county. This court appointed a committee consisting of Salma Hale, Larkin Baker, and Joseph Lowe, Esqrs., "to view the route laid out by the first com- mittee and all and every proposed substitute routes." They attended to their duties Apr. 21, 1838, and recommended "a substitute for the road laid by the former committee, that the new road commence on the east side of the Mayhew turnpike about fifteen rods north of the dwelling-house of Jonathan Merrill, and passing south till it intersects the road laid out by the former committee; thence to Smith's river," on the route laid out by the former committee, there uniting again with the turnpike. Mr. Merrill lived at that time about a mile south of Central square.
The land damage was appraised at #225. The town voted to lay out the road as recommended by the second committee. This was done and the road was constructed in 1838, the work being divided into twenty sections and auctioneered out. It was opened to the public May 1, 1839. We are not informed as to its cost, but whatever it was it was paid for out of the surplus reve- nue. The road did not prove as satisfactory as was expected. It was very sandy, and at very high water of the Pemigewasset a portion of it was overflowed, and the turnpike had to be used. The road was discontinued in 1859.
While these things were taking place, the town had trouble with its roads in other directions. The court had again indicted
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HIGHWAYS
the river road, and Mar. 14, 1837, Robert Smith was chosen an agent to go to court to get the indictment removed.
Aug. 3, 1836, a road was laid out from the turnpike down the south side of Newfound river, starting from Prescott's tavern, to the factory then being erected, now the pulp-mill of the Mason-Perkins Paper company near the depot.
June 10, 1839, Merrimack street was laid out from Central street to a point about where Charles P. George now resides. This street was extended to Summer street in 1843, was straight- ened and widened in 1865, and again straightened July 21, 1869. It was laid out two and one-half rods wide.
At a town meeting held Oct. 30, 1841, the town voted to rebuild, during the following year, the Central square bridge twenty-four feet wide, with good plank.
Oct. 30, 1841, the road to the "clay pit," or brick-yard, at Profile Falls, from the old road over New Chester mountain, was discontinued, and a new road was laid out from the "clay pit " east to the turnpike. The last named road was discon- tinued May 1, 1878.
May 2, 1848, the railroad commissioners laid out the road over the falls of Newfound river, from Central street to the contemplated depot, the town giving the right of way, and agreeing to maintain the road after it was constructed. The starting point of the survey was in Central square at "a butter- nut tree twenty-four and one-half feet " from the corner of Emer- son's block "on line of Central street." The Franklin and Bristol railroad corporation paid $2,000 for the construction of this road.
Union street was laid out in 1850, but had been open for travel, and been known for many years as the "lane."
Spring street was opened previous to 1820, from Central square to where Nathaniel S. Berry lived, now the residence of Clarence N. Merrill. It was laid out as a highway two rods wide, from Central square to Merrimack street, Sept. 7, 1851.
In 1853, a road was laid out from the turnpike to Joseph Rollins's saw-mill, near where is now the Electric Light com- pany's power-house. This road was discontinued in 1868, and reopened in 1892.
In March, 1856, the town voted to discontinue the road in the Locke neighborhood running through lands of Levi Locke and Daniel Smith to that of Abram Dolloff.
Apr. 9, 1857, Beech street was laid out from South Main to the residence of David P. Prescott ; was extended farther west May 3, 1873 ; and was extended "to the stone wall," Nov. 2, 1885, forty-four feet wide.
Dec. 3, 1860, School street was laid out from Summer to the present residence of Hon. L. W. Fling; was extended to the base of Sugar hill, and Cedar street was laid out from School
9
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HISTORY OF BRISTOL
street to the residence of Green L. Tilton on North Main, Aug. 6, 1870.
Previous to 1862, all the travel between Bristol and Hebron village was, of necessity, by way of Bridgewater, on the east side of Newfound lake, a distance of ten miles, passing over a very steep hill at the head of the lake. Hon. N. S. Berry, who, since 1840, had resided in Hebron, had advocated for some years the construction of a road between Hebron and Bristol on the west side of the lake. This route was shorter by two miles, and was less hilly, but public sentiment was opposed to its construction on account of the great expense involved. Apr. 10, 1857, Mr. Berry and others filed a petition with the court for the laying out of a road from a stake and stones "a little south of the schoolhouse in Elam Ross's school district on the west side of the lake to a stake and stones in the highway lead- ing from Alexandria to Bristol village," at the corner of Lake and Union streets. This petition was referred to the commis- sioners of Grafton county for the purpose of examining the ground, of hearing all parties interested, and of laying out the highway, if, in their opinion, the public good required it. Oscar F. Fowler, one of the commissioners, was disqualified from acting, on account of being a resident of Bristol, and John Sargent of Littleton was appointed in his place. A hearing was held at the house of William Clement, in Hebron, Aug. 24, 1857; and the road was laid out Sept. 3, 1857. The commis- sioners made their report at the following term of court in November of that year, stating that the public good required the construction of the road, and that they had laid out the road as asked for, and awarded land damages in Bristol to the amount of $879.50 ; in Alexandria, to the amount of forty cents, and in Hebron, to the amount of $92. The cost of construction was estimated at $5,419, besides damages, a total of $6,390.90. The cost of construction was apportioned as follows : To Hebron, $600; to Alexandria, $2,860; to Bristol, $1,959. On account of the large expense to Alexandria and small benefit, and the large benefit to Groton, the commissioners assessed Groton $500 and relieved the town of Alexandria to that amount. This report was signed by D. C. Churchill, John Sargent, and Joseph Parker. The road as laid out was four rods wide, except such part as was laid out over the highway then traveled, where it was three rods wide. This report was recommitted to give certain parties a rehearing on the question of land damages, and a final report was made on the third Tuesday in May, 1858, making a slight change in the award. The building of the road was a hardship to Alexandria, and was earnestly opposed by that town; but its great benefit to the public at large has proved the wisdom of its construction. That portion between the lake and Sugar Loaf mountain was exceptionally hard and costly to construct. The
SUGAR LOAF ROAD
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HIGHWAYS
precipitous side of Sugar Loaf and the very deep water at its base made it necessary to blast off large quantities of the overhanging ledges. Large iron pins were inserted in the ledges beneath the water, and above these pins logs were placed on which the road was built. The ledges at this point are objects of interest to sightseers at all seasons of the year. While witnessing the blasting of the ledges, a spectator, San- born Gale, lost his life by being struck by a flying piece of rock.
Nov. 3, 1858, the selectmen laid out that part of Lake street from Union to the bridge near the mill of the Dodge-Davis Manufacturing company, over the same route laid out by the commissioners. The old road from Union to Willow street, west of the new road, was discontinued the next year. In 1860, Bristol raised $500 to construct the road to North Bristol, and, in 1861, $800 to build the rest of the way. Alexandria con- structed its part along the base of Sugar Loaf in 1862, and the road was opened to travel soon after.
After the construction of the dam at the outlet of the lake in 1848, the road on the west side of the lake near the south part was, whenever the water in the lake was high, overflowed and rendered impassable. This matter caused some friction between the town and the Winnepesaukee Lake. Cotton and Woolen Manufacturing company, and came up for action at a town meeting Mar. 8, 1864. It was then voted to instruct the selectmen to lay the matter before the grand jury. Another meeting was held Aug. 11, when James T. Sanborn, George W. Dow, and Joseph Kidder were elected agents of the town to confer with this company. They were instructed to relinquish all claims of the town against the company, provided the com- pany would raise the grade of the road. This was agreed to. The selectmen laid out another road on higher ground on the west side of the lake, and the new road was built. November 14, 1865, the committee reported that the new road had been built in a thorough manner, costing $1,043, of which the Lake company had paid three-fourths; and it was recommended that the town relinquish all claims for flowage. This report was accepted.
Mar. 14, 1865, Pleasant street was straightened. As origi- nally laid out, the road crossed the river about forty feet below the present bridge, made a bend to the north, and then to the south, between the river and the cemetery.
Oct. 14, 1865, a road was laid out from the house of F. H. Bartlett, on Smith's river, to land of I. K. George.
Sept. 10, 1866, Chandler street was laid out from Lake street to the residence of M. G. Chandler. It was relaid Oct. 1, 1900.
Sept. 10, 1866, Winter street was laid out from School to near the residence of T. E. Osgood.
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HISTORY OF BRISTOL
Mar. 12, 1866, a road was laid out over Pemigewasset bridge.
May 29, 1869, Spruce street, from Summer to the eastern end of Winter, was laid out.
Nov. 27, 1869, Prospect street was laid out to a point eighteen rods from High; Dec. 17, 1870, extended fifty-two rods ; Nov. 7, 1898, it was extended thirty-one rods and nineteen links, three rods wide.
March, 1870, a road was laid out from the Nelson road to the site, of J. H. Bean's house, destroyed by fire, where A. G. Robie now resides.
June 15, 1872, Second street was laid out from Beech to Prospect.
June 15, 1872, Church street, from South Main to Second, was laid out.
Sept. 10, 1872, a road was laid out from the Nelson road to a cider-mill that George A. Robie had in operation on Dan- forth's brook.
Nov. 22, 1872, the northern part of Crescent street was laid out from Lake to Simeon H. Cross's, thirty-two feet wide ; Nov. 3, 1887, it was extended to the house of Etta Simonds ; Dec. 13, 1895, it was again extended, to the Alexandria road near the residence of David P. Hoyt; extensions, thirty-eight feet wide.
May 3, 1873, Third street was laid out from Beech to Prospect.
Oct. 28, 1873, a road was laid out from School street to the schoolhouse grounds.
Sept. 28, 1874, a road was laid out from the turnpike to Thomas H. Wicom's and Samuel Hilands's.
July 1, 1876, Walnut street, from Second to Third, was laid out.
Nov. 27, 1876, a road was laid out from Summer street to the house of Charles M. Musgrove, east of Sugar hill.
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