USA > New Hampshire > Rockingham County > Hampton Falls > History of the town of Hampton Falls, New Hampshire : from the time of the first settlement within its borders, 1640 until 1900 > Part 34
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all other highway work in the town so long as he or they shall main- tain the same. The town also do agree with him, the said Tilton, that he shall have ten able men one day appointed by the survey- ors to help him now at first to make it good." It may seem strange to some that a road was not built here before, but it will readily be seen that before that time there was not much business to take peo- ple that way. Most of the inhabitants came from Massachusetts, and we were in the county of Norfolk until 1680, whose shire town was Salisbury, and the business in those early times was mostly in that direction. Ensign Daniel Tilton was the man who had a grant of land if he would "sit down as a blacksmith in the town." He was personally interested in having this road built, as he owned a large tract of land along the proposed highway where a number of his sons had already settled. We know that all the land on the south side of the road from Godfrey's corner to Porter Cram's farm was originally owned by the Tiltons, as well as some other lands upon the other side of the road. The bridge over the river was re- built about 1796, and once or twice since.
The south road is called the "Hogpen road" upon the early rec- ords, because it led up to Rev. Seaborn Cotton's farm at "Hogpen plains" in Kensington. We have no record to show when this road was laid out, but it must have been previous to 1668 when the farm was granted Mr. Cotton. In 1663, a committee was chosen to find a convenient way to the township at the Great pond (Kingston), and having found such a way, notified the inhabitants of the town, when it was ordered "that every man shall meet and clear said way on the pains of paying each five shillings for their absence." The way to this proposed road must have been up the Hogpen road, as there was at that time no other in existence which led in that direction.
The middle, or "Drinkwater road," was in existence at an early date. We have seen no record of the time when it was laid out, but from what we do learn it must have been soon after the first settlement of the town. The "Cross road," leading from this road to tlie Exeter road, is mentioned early.
The road from Lewis T. Sanborn's to Coffin's mills was among the first, and before the road to Hampton where the turnpike now is. The stages when they first began to run came this way, fording the river below the mill, and then down the main road to the country road at the hill. This road has been called the "Old mill road." The bridge was built across the river in 1825, which was the first one. It was repaired and raised up in 1859; again repaired
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and laid over in 1872. It fell down in a freshet June, 1897, when it was entirely rebuilt and again raised up. This road was widened in 1844. The old mill road was probably an Indian trail at first, and was located here because it was about the only place in its course where the banks of the river admitted of an easy approach to shallow water and a good bottom, where it could be easily forded, and for this reason it was one of the first roads used by the early settlers.
The road from the old mill road to Kenny brook was a long time in getting into its present shape. Jacob Basford, who lived upon what is now Warren Brown's pasture, previous to 1730, changed the road which ran past his house to the south line of his farm, to where the road is now located. His farm extended forty-five rods in this direction. He was given an equal amount of land elsewhere in exhange. He did this to save fence. This change of the road made it much more convenient for the Batchelders to get to the Exeter road. To continue this road still further, the selectmen, in 1788, agreed to lay out a drift-way through the land of David Batchelder for his benefit, and those who might wish to pass that way, Mr. Batchelder having liberty to keep gates and pasture the same as in time past. In 1805, Mr. Batchelder petitioned to have this laid out as a public highway. It was voted in the negative. Mr. Batchelder is said to have bought a right of way from his land as the road now runs by giving the owner or owners of the land an ox, and in this way reached the road below. His previous way went out to the turnpike near where Mr. Crosby's house now stands. This road continued to be obstructed by gates, which were shut when it was desirable to pasture cattle upon it, until 1852, when it was opened as a publie highway.
The present road to the railroad station was a drift-way, in the early days called "Stanyan's lane," and later, the "Fresh Island road," and led to the town landing. The most of the other roads not mentioned above were probably drift-ways at first which became highways after a time, as there is no record of their origin. The roads, with the exception of the turnpike and the Exeter road, were narrow. From 1825 until 1860 the work of widening was going on continually. During that time every road in town except the two mentioned was widened and straightened. The Exeter road re- ceived some attention in this way. There were a number of new roads laid out and built during this time of which notice will be given later. Many of these changes were made without opposi-
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tion. In some cases of new roads, it required a hard fight before they were built. There is little else recorded in the fourth book of records except matter pertaining to roads. This work cost the town during the time mentioned eight or ten thousand dollars. It has taken a generation to utilize and put into proper shape the land which was taken into the road. In this respect our highways are in very good condition at the present time.
In 1825, it was voted to postpone the further consideration of the petition for a highway from the south road to the Crank road, across the lower end of Great hill. This road was laid out in 1845 and built soon after.
In 1784, an article to lay out a road from Drinkwater road to Hogpen road was voted in the negative. This was probably over the route of the present road from the schoolhouse to Nason's. In 1842, a road was laid out from Cock hill schoolhouse to the south road, and the land damages assessed. The road was not built at that time because Jeremiah Lane, who owned the land at the north end of the proposed road, had not been properly notified, he being opposed to the road. This road was laid out and built in 1849, and has been a great convenience to the community and much appre- ciated by the school children before a schoolhouse was built upon the south road.
1797. The committee appointed by the town of Hampton Falls and Blake and other petitioners, to consider the expediency of laving out a road from Mr. Henry Blake's to Drinkwater road, report that they have viewed the ground where the road is petitioned for, and heard the parties and are of the opinion that it is not expedient to lay out the same.
MOSES LEAVITT. BENJ. CONNOR. ELIPH. WEBSTER.
Hampton Falls, September 19, 1797.
We the subscribers beg leave to recommend as our opinion that they grant the petitioners a drift-way instead of a public road, and the petitioners accept the same.
MOSES LEAVITT. BENJ. CONNOR. ELIPH. WEBSTER.
September 19, 1797.
Mir. Henry Blake lived near where Dr. Curtis now lives. This committee lived out of the town,-Mr. Leavitt of North Hampton, Mr. Connor of Exeter, and Mr. Webster of Kingston.
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Another attempt to get this road was made in 1824 by Jeremiah Blake, who then owned the Blake farm. He died before anything was accomplished, and there was no more agitation of the matter until 1845, when Wells Healey and others petitioned for a road over the same route. The selectmen refused to lay it out, and the town voted to sustain the selectmen. The petitioners called out the road commissioners, and a bitter fight was made before them. This was in 1846. The petitioners were represented by Hon. Amos Tuck, who was the next year elected to congress. The town was defended by Gilman Marston, then a young and rising lawyer at Exeter. After a full hearing of all the parties interested, the commissioners laid out the road, which was built the year following. The opening of this road changed the course of travel considerably, a great deal of business going over it. In the light of today it seems singular that there was so much opposition. The road was expensive to build and keep in repair. No other road in the town is over as low, wet land as this. The road commissioners who laid out this road were John Page, John Dow, and Silas Noble. The town was noti- fied of their action in laying out the road January 17, 1847, by Silas Noble, chairman of the road commissioners. After this road was built, what was known as "Blake's lane," and the cross road to the Exeter road, were widened and put in shape to receive the in- creased travel.
In 1852, Thomas Brown, Moses Batchelder, and others peti- tioned for a road from a point near where Moses E. Batchelder then lived to Shaw's corner in Hampton. The proposed road was about half a mile in length, and in about equal portions in each town, the Taylor's river being the division line, where a bridge was to be built having an abutment in each town. Our selectmen laid out the road to the Hampton line. The money was appropriated, and our end of the road and the abutment to the bridge built. The town of Hampton refused to lay out the other end of the road, which was in that town. In 1854, the court sent out the road commissioners to view the route and lay out the road if in their judgment the public good required it. The Hampton people made a great deal of opposition before the commissioners. They were represented by Hon. John S. Wells, and the petitioners by Hon. Henry F. French, both of Exeter. After a number of days occupied in hearing the evidence pro and con, it was decided to lay out the road, which was accordingly done, John Kelly of Atkinson being the surveyor. The commissioners were Benjamin Coe of South Newmarket, Caleb R.
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Dow of Atkinson, and John Shannon of Portsmouth. After the commissioners had laid out the road the town of Hampton declined to build, and persisted in their refusal until ordered by the grand jury to build and complete the road at once, which was done and the road opened to travel in the fall of 1856. This road has been a great convenience to the public, and of material advantage to the mechanics and traders in Hampton, who have since received a great deal of money by being brought into closer connection with the people of this town. In June, 1897, the abutment of the bridge was undermined, which required it to be rebuilt. The bridge is now considerably higher than at first. The abutment fell down and was rebuilt again in 1899.
In 1854, a project was started for a road from a point near the Kensington meeting-house, through "Frying-pan lane," and the drift-way from John C. Sanborn's to the Exeter road, and from the point where it reached the Exeter road to Coffin's mills, and if when reaching this point sufficient momentum had been acquired, it was to go on to some point toward the center of Hampton. The commissioners were called on and after hearing the evidence con- cluded to lay out the road from Kensington meeting-house to God- frey's corner, which was soon opened as a public highway. Before this was done there was a drift-way obstructed by gates from the Exeter road to John C. Sanborn's. This way was called "Through the gates." "Frying-pan lane" was not much of a road, as its name would indicate. Now there is a good road all the way. The por- tion in Kensington was an entirely new road about a mile in length.
In February, 1855, there was a very heavy fall of rain. There being at that time a great deal of snow upon the ground, a big freshet was caused which did a great deal of damage to the roads and bridges in New England. The bridges on the Falls river at Dodge's mills and on the main road were undermined and rendered unsafe. During that year an arch bridge of stone was built below the grist- mill, and the abutments upon the main road laid over. The bridge was raised up and made wider.
Before 1825, there was no bridge over Taylor's river at Coffin's mills. Previous to that time travelers were compelled to ford the stream, which was disagreeable when the water was high. Those hauling logs from the Hampton side were obliged to double their teams to enable them to get over and up the steep banks. This in cold weather made the approaches on either side icy and dangerous. In 1824, it was voted to build a bridge, which was completed in 1825.
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This bridge being in two towns, is repaired one half by each. It was repaired in 1859 and 1872, and entirely rebuilt in 1897.
We have seen by the charter of Seabrook that the road from the Line meeting-house to Fogg's corner, called at that time "Thresh- er's lane," and the road from Weare's mills to Kensington line were and have been maintained and cared for by the town of Seabrook.
The Brimmer drift-way to the marsh was opened as a highway about 1860. In 1875, an attempt was made to have a road built from the end of the drift-way to the south road. The county com- missioners were called to view the route, and after doing so, decided that the public good did not require it, and refused to lay it out.
In 1849, the depot road, then known as the "Fresh Island road." was widened, and it was felt desirable to grade and put it in better condition, as a new depot had been built that year and our people were doing a little business over the railroad. The money to repair this road had been raised and was in the hands of the selectmen. All of the highway districts in the town were called out to do the work. Nearly all responded by making their appearance with their teams. The amount worked by each man was deducted from the amount of his tax. A dozen yoke of oxen were attached to a big plow, with several drivers; two or three men rode upon the plow beam to keep it in the ground. Capt. William F. Towle, a man small in stature but very vigorous, presided at the plow handles. The plow was set in at the main road and run nearly to the railroad, going down upon one side and returning upon the other. This was continued all day. Large rocks were unearthed, and the surface of the earth where the plow went terribly agitated. From some cause Captain Towle found it necessary to keep in the house for a number of days after. The dirt thus loosened up was shoveled into the middle of the road, or carted to where it was needed. The town did two days' work of this kind, which was the beginning of the improve- ment upon this road. Considerable money has since been raised by special appropriation and applied, which has resulted in great im- provement. The great amount of heavy business done upon this road will require that it have constant attention and considerable outlay to keep it in the condition best for all concerned.
In 1834, Reuben Batchelder granted the town a right of way over the parsonage pasture which he had purchased, from the Exeter road to the middle road. Said way was obstructed by gates or bars when it was first opened to the public, but it is now fenced and used as a highway.
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It has been customary to exense from highway work or tax those who lived in and away from the road. In 1795 William Brown, who lived upon the farm now owned by Fred P. Sanborn, was ex- cused from being taxed upon the road, provided he mended the way through Mr. Healey's and his own land to his house. This exemp- tion has continued ever since.
This town has about twenty-five miles of road, which is a much smaller mileage than that of almost any other town of its size in the state. From the favorable nature of the soil over which they pass, and the abundance of good material for construction near at hand, there is no reason why we should not have as good roads as any farming town in the state.
1772. Voted to raise thirty pounds lawful money for the repairing of highways the ensuing year. That for a man's day's work two shil- lings shall be allowed; two shillings per day for oxen. Three year old steers shall be allowed one shilling per day; for a plow two shil- lings; cart and wheels, two shillings; all tools broken in the service of the highway to be paid for or repaired at the expense of the parish.
This is the first which appears upon the records in relation to repairing the roads in a systematic manner, and it has since been continued. After a time the price of highway labor was raised to sixty-seven cents per day ; then to eight cents per hour for men and oxen. In 1854, the price was raised to ten cents per hour; a few years later to fifteen cents, where it has since remained.
1820. Voted to raise three hundred dollars for a winter tax for the purpose of breaking out the roads. In case it is necessary to break the roads, the surveyor to call on each man in the district for his equal share.
For many years the roads were broken voluntarily without ex- pense to the town, but in recent times the work has been paid for. No winter tax has been raised, but the surveyors bring in the bills for the time which the men and teams have been employed in this work and they are paid at the same rate as for highway work in summer.
The road from Hampton line to Seabrook in this town was in the early days called the "Country road." Within a year or two, since the electric railroad was projected, it has been called the "Lafayette road."
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DRIFT-WAY TO THE MARSH.
At a town meeting held on the first day of November, 1784,-
Samuel Weare is hereby appointed for to go and search Hampton records to see if there is any drift-way for passing and repassing to the salt marsh, through the land of what is commonly called the Hussey farm and report at the adjournment of this meeting.
Upon further consideration, voted that Mr. Benjamin Pike, Nathan Brown, and Benjamin Sanborn be a committee to wait upon Mr. Timothy Worth to see if people in general may pass and repass to their several marshes without cost or trouble, detriment or molesta- tion, when any of the owners of said marshes shall have occasion to pass through land of the aforesaid Timothy Worth.
November 8, 1784, met according to adjournment. The committee chosen aforesaid appeared and made report that Mr. Timothy Worth gives his free will and consent that Richard Nason, Esq., may pass and repass to and from said salt marsh, provided he goes in through orderly, peaceably, and quietly.
A town meeting was held February 23. 1798, to act upon the fol- lowing:
To see if the meeting will pass a vote to defend Mr. Aaron Wells in an action of trespass brought against him by Nathaniel Healey for passing and repassing through the Worth farm, so called, and choose a committee to carry on such defence in behalf of the town.
On putting this article to vote it was decided in the negative.
In 1797, it was put to vote to see if the town would empower a committee with the selectmen to lay out a road through Worth's farm, so called, or any part thereof. It was voted in the affirmative.
Voted to impower a committee with the selectmen to lay out a drift road from the drift road formerly laid out through Jacob Stanyan's pasture to the Falls river, so called, at the old landing place, and across the marsh into the Worth farm, and so down to Worth's point, so called.
Voted to choose a committee to assist the selectmen in laying out said road, and that the selectmen and committee propose to lay out said road as conveniently as may be, said road to be two rods wide.
Voted to build a bridge over the Falls river, so called, at the old landing place at the cost of the town, including the subscription money which may be paid in.
Voted that Deacon Sanborn and Captain Prescott be a committee to assist the selectmen.
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Voted to choose a committee to see to the building said bridge and provide timber in the approaching winter and rocks as much as may be thought necessary for the same.
Voted that Capt. James Prescott, Ens. Jona. Cram, and Theophilus Sanborn be a committee to provide for said bridge in the cheapest and best manner they are able.
This road and bridge were never built. We find nothing farther in relation to it upon the record. The probable reason why the bridge was not built was that vessels were built near the main road at Swett's bridge, and such a bridge as was contemplated farther down the river would have been an obstruction to these vessels in passing down stream to the sea. The building of a bridge was objected to by those engaged in this business.
1808. Voted to pay Caleb Tilton fifty dollars on account of a law- suit commenced against him by Nathaniel Healey for passing through the Worth farm to the marsh.
It would seem that the court had decided this case against Healey and in favor of the marsh owners, and that Mr. Healey had sold the Worth farm to Capt. Joseph Hoyt.
In 1807, in a friendly conference with Capt. Joseph Hoyt in relation to passing through his farm (the Worth farm), he said, as the court had confirmed the right, he wished people to pass in the lane on the south side of said farm, and no advantage would be taken of the change from the old to the new location. This drift-way seems to have been used after this without any molestation or trouble from any of the subsequent owners until 1842, when a change was made. James Brimmer had purchased the Hoyt farm, and for his own convenience had built a road through the center, and offered to change the location from where the way was then located to the one he had constructed.
1842. Voted to relinquish the town's right in the present drift-way through the Hoyt farm near the line of Lowell Brown, from the post road to the marsh, for the new one constructed by James Brimmer meeting the post road the north side of his barn from the marsh.
The old way was never entirely given up, as a few persons owning land which was more convenient of access from the old than the new way have continued to use it until the present time.
Voted to accept the proposal of Mr. Brimmer to widen the new drift- way sufficiently for teams to pass each other and fence one side for the sum of two hundred dollars.
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This way continued to be used as a drift-way until 1860, when it was made a highway.
HAMPTON CAUSEWAY TURNPIKE COMPANY.
The Hampton Causeway Turnpike Company was incorporated December 22, 1808. Benjamin Shaw, James Leavitt, John Dear- born, Jonathan Marston, Jr., Thomas Ward, Joseph Towle, Jr., and Edmund Toppan were the grantees.
They were authorized and empowered to repair and keep in repair the road from Sanborn's hill, so called, in Hampton Falls to the cause- way in Hampton, and from said causeway to the turn or corner of the road near the house of James Leavitt in Hampton (the "old yellow house"), and to repair and widen the causeway now called Hampton causeway, and build a bridge over Hampton river; and the said cause- way so to be made and built shall be raised five feet above the surface of the causeway as it now stands, shall be thirty-two feet at least in width, and with the bridge aforesaid shall be railed on both sides for the security of travelers who may pass thereon. And a dike sufficiently wide and deep to take the water from the marsh westerly of said cause- way shall be made and kept open and in repair. and necessary sluices shall be made and kept open to give passage to the water. In case there should be any disagreement with the land owners and the cor- poration, and they cannot agree upon any persons to ascertain the compensation, the justices of the court of common pleas in the county of Rockingham, if not interested, if interested the justices of the supe- rior court, upon application of either party shall appoint a commit- tee to determine the same, and the said proprietors shall not build said causeway until the land through which it passes is paid for or a tender of the money been made. The said corporation may erect a gate upon said road or causeway to collect the tolls and duties here- inafter granted to said company from all persons, the same with horses, cattle, carriages, or carts, not hereinafter exempted from paying tolls, and said company may appoint as many toll gatherers as they may think proper to stop any person riding, leading, or driving any horses, cattle, carts, and carriages from passing through said gate until they shall have respectively paid the same,-for every horse and his rider, six cents; for every sulky, chair, and chaise with one horse, twelve and one half cents; for every coach, chariot, stage, or carriage of pleas- ure with four horses. twenty-five cents; for every cart with one voke of oxen ten cents, and two and one half cents for every additional yoke of oxen; for every cart with one horse. eight cents, and for every additional horse, two and one half cents; for every sled with one yoke of oxen, six cents, and two cents for every additional yoke of oxen: for every sleigh with one horse, six cents; for every additional horse, two cents; for cattle, one cent per head; for sheep and swine, one cent
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