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 36
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Some may be led to ask from what does "Sagamore hill" derive its name. When this country was first discovered it was found that in the northern parts the climate and cold of winter made it a less inviting place of residence than farther south. There were no large collections of Indians together, and their government was rather more of the patriarchal than monarchical kind; that is, some
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HISTORY OF HAMPTON FALLS.
family commonly took precedence above the others, and the oldest son of this family had absolute government over the region; this governor received the title of "Sagamore." When the English com- menced their settlements, there were twenty locations of these saga- mores between the Kennebec river and Connecticut,-the first at Kennebec, the second at Casco bay, the third at Saco, the fourth at Piscataqua. There was probably one of these sagamores located in the neighborhood of the hill bearing that name, as the name was applied as early as 1639, at the time when the first settlers came. History informs us that such places as they chose for their abode were usually at the falls of great rivers or near the seaside, where there was an opportunity to catch fish, at which times all things were made common. Those who entertained at the seaside expected a like kindness from their friends higher up in the country, and they had their dances and other festivities at these meetings. This location was probably selected because it was near the clam and mussel beds, and easily accessible by canoe to the sea, where fish could be caught. The great amount of clam shells, arrowheads, and other evidence of Indian habitation near Batchelder's mill would go to prove that a sagamore was located here.
The name "Crank road" was obviously given because of its shape. "Frying-pan lane" was probably so named because it was so long and narrow, two teams being unable to meet upon it before it was widened in 1856.
"King street," from John Huff's to the Prescott place, was named from William Page, who was commonly called "King" Page. He lived about half way from the ends of the road.
The level land between the hill and Kenny brook, past the old cemetery, was called "the plains," which name was once in common use.
The woodland called "the farm" took its name from having been a part of Rev. Timothy Dalton's farm, granted him by the town of Hampton in 1639, at Sagamore hill, a portion of which extended over a part of this land.
"Fresh Island" was the name given to the place where the depot now stands before the railroad was built. The road leading to it was called the "Fresh Island road."
The names "Swett's" and "Worth's " bridge are both applied to the bridge over the Falls river at the main road and come from the former owners of the land on each side.
"Bennett's bridge" is where the Falls river crosses the south road.
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LOCAL NAMES.
It was named because a family of that name lived there, who were rated from 1747, or before, until 1841, when the last of the name died.
"Thresher's lane" extended from the Line church to Fogg's cor- ner, and was named from Henry Thresher, who lived near the Abbott house. He moved to Raymond about 1775.
TOWN LANDING.
Ar what time the town landing was laid out or acquired by the town we have no definite knowledge. The first mention found of it was in 1797, when a vote was passed in relation to laying out a road to the marsh. In this vote it appeared that a road had pre- vionsly been laid out through Jacob Stanyan's pasture to the old landing place. It was probably used at first as a landing place for hay, fish, etc., and for the accommodation of boats and small ves- sels. A house for dressing fish was located here. As the popula- tion increased it came to be regarded as of more value and impor- tance, as there was at that time no means of transportation for farm produce except by team. Those places which had water communi- cation with the markets by which produce and other things could be forwarded in large quantities at little expense possessed quite an advantage over their neighbors not thus favored.
The business at the town landing gradually increased until in the years just preceding the time the railroad was built it had assumed considerable importance, and what was considered at that time a large business was done. Small schooners which drew but a few feet of water came up to the landing in the fall, and were loaded with potatoes and other farm produce. In this way a much higher price was obtained than would have otherwise been received. A much larger business of this kind was done from Hampton. The business of farming was much more profitable in this immediate vicinity than in places where produce could only be conveyed to market by teams. A correct understanding of this will enable the reader to more correctly see the nature and cause of the controversy which the town had with the Eastern Railroad Company when the road was about to be built over the landing. The town felt that they were yielding a certainty for an uncertainty and refused to yield until obliged to.
Among those who did business at the landing before the railroad was built were Benson Leavitt, a native of this town, then living and
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TOWN LANDING.
doing business in Boston, Thayer S. Sanborn, and Richard Dodge of Hampton Falls. Fishing vessels were sometimes fitted out from there. Later John L. Perkins received lumber from the east and reloaded with apples, cider, and other produce. In 1875, Adna B. Lane made regular trips from our landing to Boston, carrying cord- wood. This made a good market for those who had wood to dispose of. Since then but little business has been done by water communi- cation with the outside world. The last vessel which came into Hampton river was from Bangor, in 1879, loaded with lumber from which Warren Brown's house was built. It was intended and ex- pected that it would come up to Hampton Falls landing, but the skipper was a cautious man, and not finding a pilot who cared to take the responsibility, it was taken to Hampton landing and there unloaded. Having thus given a brief sketch of the uses and importance of the landing before the railroad was built, we will now chronicle some of its other history.
1817. Voted to choose a committee to ascertain the bounds of the landing at Fresh Island, so called, and that said committee be empow- ered to purchase a certain piece of land of Mr. Dodge to enlarge said landing.
In accordance with this vote the town bought of Dudley Dodge a piece of land containing fifty rods, more or less, for forty dollars.
1825. Voted to remove such rocks as obstruct the passage of the river between the Falls river's mouth and the landing at Fresh Island.
In 1840, Wells Healey, Thayer S. Sanborn, and Thomas Leavitt were chosen a committee to contract with the Eastern Railroad Company in relation to building over the town landing.
Voted to instruct this committee to request the railroad company to build a drawbridge where it crosses the river near the town landing.
1841. Annual meeting. Voted to instruct the committee appointed to contract with the railroad to exact money for the damage done the town landing.
Voted to instruct the committee to demand two thousand dollars for the damage sustained by the railroad crossing the town landing, and that the committee be instructed to proceed according to the last act of the legislature concerning railroads.
Voted that the committee be instructed to have the obstructions in the river removed, caused by the building of the bridge, where the rail- road crosses the river near the town landing.
This vote was probably intended to call for a drawbridge, which had been requested by a former vote.
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HISTORY OF HAMPTON FALLS.
At a meeting held April 12, 1841,-
Voted to instruct the committee appointed to contract with the rail- road company to proceed forthwith against the company according to law.
At a meeting held July 6, 1841,-
Voted to refer to a committee the damage done by the railroad cross- ing the town landing; that the committee shall consist of three per- sons; that six persons be nominated by the town, and that Josiah Rob- inson of Exeter be chairman of the committee. John Nudd and Weare Shaw of Kensington, Col. Abel Brown of South Hampton, Col. Jacob Noyes of Seabrook, and Daniel Veasey of Exeter were nominated by the town. From these five persons named the railroad corporation had the privilege of choosing two, to compose the above named com- mittee of three, provided the railroad corporation pay all expenses of the town committee past and the expense for the arbitration com- mittee.
Voted that the questions be submitted to arbitration of this com- mittee-1st, What shall be done toward improving the landing by the railroad corporation? 2d, How much money shall be paid as the bal- ance of damage? Voted, provided the railroad corporation does not accept of Mr. Robinson as chairman and two others from the five already nominated by the town, that the town proceed to notify the corporation and take up the rails according to law.
Voted that the selectmen be instructed to cause the railroad company to erect a bridge over the track where it crosses the old drift-way in Brimmer and Mitchell's pasture.
In relation to the committee of arbitration for which the above vote made provision, there is nothing upon the record to show that such committee was ever accepted by the railroad corporation, or if accepted, there is nothing to show of whom the committee con- sisted. It is very strange that there was no record made of the termination of this matter, which had caused so much controversy and feeling between the people of the town and the Eastern Rail- road corporation, but fortunately we have been able to get the facts in the case, although there is no mention upon the record.
The late Dea. Emery Batchelder, who was one of the selectmen at the time, informed the writer that the committee proposition was accepted by the railroad corporation. The committee acted, and consisted of Josiah Robinson of Exeter, John Nudd of Kensing- ton, and Col. Abel Brown of South Hampton. They decided that the railroad company should face the entire landing below their road with timber, and grade and cover the surface with gravel, make
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TOWN LANDING.
it smooth, and put it in good condition to do business. This was accordingly done, and a good wharf was the result. The commit- tee made no award of money to the town for damage. The wharf built at this time would, with a little care and expense, have con- tinued a long time. This was neglected and the timber soon began to go away, and in a short time little traee of it remained. After this the controversy with the railroad corporation in relation to the landing ceased. The town has expended considerable money from time to time in repairing the landing, but has made the mistake of not doing quite enough or not doing it well enough to make a per- manent and lasting job. In this way much that has been done has been of little practical value. The principal use of the landing is now for boating hay. and this has decreased very much within a few years. Those who do not use the landing are generally opposed to making repairs. A few years ago when the railroad put in more side track some of the town's land was taken. The railroad put on gravel and enlarged it enough to compensate for the land taken.
RAILROADS.
EASTERN RAILROAD.
THE Eastern Railroad was opened for travel in 1840. The people of this town made a great mistake in not making an effort to have the road run nearer to the population and business of the town. Instead of doing this everything was done to drive it away as far as possible, which has since proved a great disadvantage to the town and all who wish to do any business. The value of railroads to the community was not at all understood at that time. At the present time instead of trying to keep them away every one is anxious to have them located as conveniently as possible to their homes and places of business. Those places which are so located as not to have convenient railroad facilities cannot compete with others more favorably situated. Many places which before the days of railroads were centers of trade and business have by change in communication declined. This has been true to a certain extent of this town, which has not since been nearly as important a point as it was in stage times. Those towns which have been favored with good railroad communication have flourished and prospered. No one doing much business now wishes to be far from railroad communication. At first our railroad station was a small building containing but one roomn. It had a piazza in front extending over the platform. No one at that time lived near it. This station was fitted up in good shape for those times, but it was soon defaced; the glass was broken from the windows, and although repaired a number of times it was found to be impossible to keep any glass in the win- dows. The town repaired it and offered a reward of twenty-five dollars for evidence which would convict any person for injuring or defacing the building; but this did not remedy the matter. The building still continued to be defaced and injured as often as it was repaired.
In 1845, a committee was appointed to confer with the railroad company in relation to making improvements about the station.
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RAILROADS.
It had been found that a station could not be maintained and kept without a station agent to look after it and care for any business which might be done by people over the road. A request was made for a new depot and a tenement for the depot master to live in. This was granted, and the present building was built and occupied in 1849. Charles F. Chase was the first station agent and contin- ued to act in that capacity for twenty-five years, or until 1874. He was succeeded by his son, Josiah P., until 1877, when Mr. Charles P. Akerman was appointed and has filled the position since. The old building at first used for a station was used as a freight house until consumed by fire, after which the present freight house was built.
For many years we had very poor accommodations for doing busi- ness. Freight had to be loaded and unloaded while the teams stood upon the main track, and there were a great many narrow escapes from serious and fatal accidents. Gen. C. A. Nason, while loading milk one foggy night, had his horse killed and wagon destroyed by an express train. He had one foot in the wagon at the time, but succeeded in saving himself. Strange as it may appear he never received anything for his loss, although application was made to the railroad company and satisfaction refused. Our train service was for a long time very poor; trains which stopped at every other station in the state were denied to us. All this was suffered by our people while a man who was a native of Hampton Falls was acting as superintendent of the road, and claimed to have full authority and control of all matters of that kind. To all our many requests that something should be done by way of improvement, so that those loading and unloading freight could do it without endangering their lives, and that our train service should be improved, he turned a deaf ear. Had there then been a board of railroad commissioners such as we have at the present time our wrongs would have been quickly remedied. When a change came in the management and we laid our case before strangers our train service was made the same as the other towns had. The side track was made longer and graded on the outside, so that loading and unloading could be done with safety to both men and teams, and no fault could be found in this respect.
From the first opening of the road there had been more or less controversy in relation to the location of the station. A few wanted it moved south to Brimmer's crossing, claiming as an advantage that it would be located upon higher land and that there would be
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HISTORY OF HAMPTON FALLS.
more room to do business. Articles appeared in the warrant from time to time to see if the town would vote to have the station re- moved to Brimmer's crossing. These were voted in the negative. Many felt that the depot was too far away, but nearly all who had any business with the railroad wanted it to remain where it was.
An article appeared in the warrant of the annual meeting in 1867, again asking for removal to Brimmer's crossing, and, influ- enced by fair and as we now know unmeaning promises, the town voted without much opposition to remove. A committee was chosen to confer with the officers of the road. After waiting a few years, with nothing done by way of improvement or fulfilling the promises made by the superintendent, the town, in 1873, recon- sidered the vote for removal. Had the station been removed the town would have been put to much expense for new roads to get to it, but removal was impossible. By law of the state no station which has been in existence for any length of time can be abolished or removed without nearly a unanimous vote of the town, which can never be had. At the present time the town has little to com- plain of by way of accommodation or train service, except that it is so far away from the population and business, and this cannot be remedied.
July 29, 1843, at a sale of non-resident lands for non-payment of taxes, among other property sold was a portion of the Eastern Rail- road situated in Hampton Falls. "So much of the Eastern Rail- road in New Hampshire, commencing at Seabrook line and extend- ing northerly, was sold jointly to Cyrus Brown and John W. Dodge, they being the highest bidders, for ten dollars per rod in length, as will pay the taxes assessed on said Eastern Railroad, amounting to $86.11, and incidental charges amounting to $1.64, being in the whole $87.75." How this matter was settled does not appear upon the record.
The Eastern Railroad in New Hampshire was sold in 1899 to the Boston & Maine, who are about to put down a double track and abolish all grade crossings. An overhead bridge will be erected at Brimmer's crossing. The town voted, in 1841, "That the select- men cause the railroad company to erect a bridge over the track where it crosses the old drift-way in Brimmer and Mitchell's pas- ture." It will now be done voluntarily by the railroad company.
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RAILROADS.
ELECTRIC RAILROAD.
In 1897, the Exeter Street Railway was built and put in success- ful operation from Exeter to Hampton Beach. The promoters of this enterprise were so well pleased that they wished to extend their system from Hampton to the Massachusetts state line, along what was known as the Lafayette road, and from the state line to Ames- bury. Permission to locate and build that portion in Massachu- setts was easily and quickly obtained. Articles of incorporation were filed with the secretary of state at Concord in February, 1898, of a corporation to be known as the Hampton & Amesbury Street Railway, to extend from Hotel Whittier to the state line, and per- mission was asked of the court to locate, build, and operate a street railway through the towns of Hampton Falls and Seabrook under the provisions of the general law passed in 1895 in relation to the building of street railways. The court appointed a committee, con- sisting of ex-Gov. D. H. Goodell of Antrim, Gen. Charles H. Bart- lett of Manchester, and Charles H. Knight, Esq., of Exeter, to view the route and to get evidence to see if the public good required a road to be built there. After the proper notice had been given, the committee gave a hearing to the parties interested at Seabrook, May 16. Many appeared in favor and no one against, and the committee made a favorable report at the June session of the court. When all the requirements of the law had been complied with, liberty was given to build and operate the road. This was not obtained until late in October. The contract to build was given to Messrs. Soule- & Dillingham of Boston, who commenced work at the Hampton end of the road about the first of November. The weather was; unfavorable and slow progress was made. A heavy snowstorm coming the last of November put an end to further construction for the season. At that time the rails had been laid to the top of Morton hill in Hampton Falls. Work was resumed April 19. The weather was favorable and the work progressed rapidly with no loss of time until it was completed. The first car passed through Hampton Falls May 12, and regular trips were made the day follow- ing from Hampton to Seabrook village. On May 24 the cars began to run regularly to the state line. On July 4 the road was opened and cars were running to Amesbury over the entire length of the line and were well patronized. Permission was obtained from the legislature of 1899 to consolidate the Exeter Street Railway, the
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HISTORY OF HAMPTON FALLS.
Hampton & Amesbury. and the Rockingham Electric Company into one corporation, to be known as the Exeter, Hampton & Amesbury Street Railway. On the 20th of May the stockholders of the three corporations voted to accept the provisions of the act and became one corporation. The board of directors chosen were Warren Brown, William Burlingame, Eben Folsom, Rufus N. Elwell, Wal- lace D. Lovell, Edwin R. Pride, and Albert E. McReel. The board organized with Warren Brown president, Edwin R. Pride treasurer, John Templeton clerk, and Albert E. McReel superintendent. The Exeter, Hampton & Amesbury Street Railway has been built and put in successful operation by the energy and enterprise of one man,-Wallace D. Lovell.
WALLACE D. LOVELL. Promoter and Builder of the Exeter, Hampton & Amesbury Street Railway. See page 398.
SHIP BUILDING.
HON. CHRISTOPHER TOPPAN of Hampton, who was born in Ilampton in 1235 and died in 1818, was somewhat extensively en- gaged in shipping, both as an owner and builder. His yard was sit- uated at the turnpike near the river. The Toppan pasture, opposite where Arthur Chase now lives, situated partly in Hampton and partly in Hampton Falls, was purchased and used by him for a ship yard. At least two houses were upon this land, which were occupied by workmen who were employed as ship builders. The Blaisdells, Leaches, Maces, Marshalls, Millers, and Stickneys, who lived about Murray's row, were ship carpenters, who found employment at this yard. The vessels built were small ones, which were used in the coasting trade and in the fishery. At what time this yard was first used we have no definite knowledge. The men named above, who were employed here, were rated soon after 1750. We know that Toppan had a number of vessels in 1764, and that quite a number of them were built here. Ebenezer Maloon of Hampton Falls built vessels here. He was rated from 1760 until 1772, or later. Andrew Webster of Hampton Falls also built here. He was rated from 1747 to 1761. Nathaniel Healey built some vessels here after the close of the Revolutionary War, but becoming dissatisfied with the amount of rent charged, he fitted up a yard at considerable expense on the marsh near the mouth of the Falls river, and built a road from the high land to reach it. This yard was overflowed at the time of high tides, which occasioned some inconvenience, the yard having to be enclosed in a stockade to prevent the timber from being carried away in time of overflow. He did considerable business here for a time. The remains of the yard and road are to be seen at the pres- ent time.
It was largely through the efforts of Captain Healey that the canal was made from the Hampton to the Merrimack river, which was completed in 1791. This canal is mentioned in Belknap's His- tory of New Hampshire. Small vessels could pass through with-
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HISTORY OF HAMPTON FALLS.
out being obliged to go outside. The Hampton fishermen found it convenient when going to Newburyport and Ipswich to procure bait. It was used considerably at one time, but is now abandoned, having grown up so as to be of no value for the purpose for which it was designed. Captain Healey was born in Kensington in 1757. He graduated from Harvard College in 1777, and came to Hampton Falls soon after. He owned the Worth farm for a time and built the house now occupied by John A. Dow in 1794. He owned and lived in the old parsonage house at the hill while engaged in ship building and appears to have kept a store there for a time. He is said to have lost his property in ship building and digging the canal. He was rated in Hampton Falls for the last time in 1801. He re- moved to Hallowell, Me., where he died in 1823. Capt. John John- son of Hampton afterward owned the Toppan yard and built a number of small vessels there. He built the last one about 1850. A number of small vessels were built at one time near Swett's bridge on the main road below Morton hill. This was early in the present century. Capt. Nathan Moulton of this town built one or more schooners at Exeter about 1830. In 1825, the "Farmer," a vessel of forty tons, was built on the hill near where Jack Sanborn's house now is, and hauled with oxen to the river at the turnpike. It proved more of an undertaking than was expected to get it to the launching place. Too much refreshment was said to have paralyzed some of the teamsters. The "Farmer" was said to have been a slow sailer. The owners were Wells Healey, Thayer S. Sanborn, and Richard Dodge.
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