USA > New Hampshire > Grafton County > Haverhill > History of the town of Haverhill, New Hampshire > Part 50
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{ 8 19 10 beef 4d 5} Gals rum 6/ Bread 12/ $
30th Finished raising
- Saunders & 1 Carpenter 1d to finish raising. 3 men 1 day. 0 18 0 Provisions & Rum. Supplied them 7/. 10 lbs 10d Nails, 1/- 0
8 0 Sundry Articles lost & broke at raising, viz. 2 doz knivs & -
18 0 Forks, 5 glass boats
2
17
0
11
11
0
0
9
0
431
HISTORY OF HAVERHILL
1773
£
S
d
Nov. 30th paid for mending Chains, 10/, ax lost 9/ Pd Capt J. Mason for rum supplied people 2/ 5}m ft. slit work for joists, skids and braces & transporting to Court house 2 Men & 1 pr Oxen 1 day each hauling Gaol timber 0
10 0 0
Dec. 1 1774
Feb. 2 1 Man & 1 pr Oxen 1 d each at 2/ 0
4
0
Transporting nails, lime, iron & glass from Plymouth to Hav. 18.75 lbs. at 5/-per hundred lbs. 1 Man 1 pr Oxen 1 day each haul timber & boards-2/
0
4 0
Mar. 5 1 Man & 1 pr Oxen 1 day each haul timber & board-2/
0
4 0
7 3 Men 1 d sticking boards-2/-
0
6 0
12 2 1 pr Oxen 1 day each haul timber Gaol
0
6
0
18 2
66 12 pr Oxen 2 d each-at 2/
0
4
0
22d 1 Carpenter 2 Men. 1 d each New timber Gaol
0
16
0
25th 3 Men & 1 pr Oxen } day-cutting & haul timber
0
10
6
29 Man & 1 pr Oxen } day-cutting & haul timber
0
3
0
30 1 Carp & 2 Men hewing Gaol timber
0
16
0
1
0
10
0
Apr. 1-Apr. 19, inc-Men & Carpenters, hewing timber for jail- and carpenters & joiners finishing Court house-
-
14
16
6
(the joiners began work Apr. 1) viz Joseph Hovey, Carleton Stephens & Stafford
Boarding Men from time raising to Apr. 19, besides joiners \ & keeping Oxen when at work on Court house
, 5
15
0
Rum for do & boards
1
5
0
hauling window frames for joiners Paid Hazeltine for Iron work
0
10 0
June 20 2 Men 1 day each sticking boards
0
4 0
1 Man & 2 pr Oxen-} day each hauling Bds & window frames
4
6
17 M Shingles at 8/ 6-
7
4
6
4 M Clapboards at 33/-
6
12
0
Transporting do
2
0
0
Shingles from Piermont
1
10
0
Sept.
8th 1 M & 2 pr Oxen 1 day
0
9
0
9th 1 Man 1 day fixing Gaol timber
0
3
0
10 1 Man 1 day.
0
3 0
27 days work Men & Oxen hauling stone, brick, clay for chimney @ 3/ as per Fullingtons % in my absence 10 M brick, at 18/
1 4
1 0
25 tile
0
6
0
10 Quarries 7 x 9 glass
0
6
8
1 M. 10d Nails-
0
12
0
Rum for men from Apr.
0
7 3
0
Oct.
8 1 day work by B. Hall
0
0
9 1 "
6.
0
3
0
13 1 Man 3 pr Oxen & Cart to haul stone for underpinning
0
13
0
15 1 day by Sam Parker
0
13
0
18 5 Men 1 day
0
15
0
66
0
8
0
19 2
{ 4
13 9
6
0
My Cart to haul above stone brick & Clay 5} days
5
6
9
14
6
0
6 0
432
HISTORY OF HAVERHILL
CONSTRUCTION OF TOWN HALL-Cont.
1774
£
8
d
Dec. 2
2 Men 1 day sticking boards
0
6
0
Paid M. & T. Young by Capt C. Johnston for 2237 ft. 3 in plank
15
0
0
1775 Pd Capt C. Johnston hauling 2 Ids stone to Court house Sundries supplied for Do at raising.
0
18
0
0
2
0
¿ day by Hovey
0
2
0
boarding star board & hands since April 1774 Young 10d
0
10
0
9 lb whiting 3 lb. white lead
0
9
0
2 qts Rum for Young, besides what I supplied them who boarded him
0
3
0
Rum supplied other people when at work
0
5
0
Cash pd Timothy Barron for boarding joiners 22 d 1/
2
0
0
2 Qts Rum all Young
0
3
0
Pd Dane Stevens for hauling two loads stone
0
18
0
" J. Saunders for hauling 1 loads Stone
0
9
0
" Corlis for hauling 1 load stone
0
9
0
" James Stevens for joiner work
3
18
6
boarding joiners-Joseph Hovey, Dudley Carleton &
Benj Spofford when at work on Court house 58} weeks
at 9/ Rum supplied them
26
4
0
24 M ft Merchantable Seasoned Boards & plank at 24/
28
16
0
2} M. ft clear seasoned do at 36/
4
10
0
Transporting do from mills to Court house
13
5
0
Boarding J. Steven Joiner 18 days
1
0
0
£386. 5s 12d
At this time Col. Porter filed a supplementary account of £33. 6s. 10d. including £30 for personal services in over sight of the work, and £3. 6s. 10d. paid Capt Jona. Ring for iron work. He had been paid previously £363. leaving a balance due him of £56. 48. 9d.
THE COUNTY FARM
At the June session of the Legislature of 1850, the question of the pur- chase of a farm on which the county poor should be placed was brought to the attention of the Grafton Convention, and it was voted that the matter be referred to the towns to be voted upon at the annual town meetings in March, 1851. At these meetings the vote was 250 in favor of such purchase to 1280 against. It was not till 1865 that the matter came again before the convention, when at the June session of the Legis- lature it was voted that "the County Commissioners be instructed to invite proposals for a county poor farm and report at an adjourned meet- ing of the Convention in September." It was however found that less than the required number of members to take legal action, could be
0
0
Transporting 2237 ft 3M plank for Court house also 43 m do-9
2
0
0
0
14 0
433
HISTORY OF HAVERHILL
assembled and after two attempts were made to hold a legal meeting in September the Convention adjourned without action.
At the session of the Legislature in June, 1866, the vote was 23 in favor to 7 against on the proposition of purchasing a farm. The sum of $30,000 was appropriated for the purchase of a farm and the erection of buildings, and the county commissioners were instructed to make the purchase, subject to the approval or disapproval of a committee of seven elected by ballot from the membership of the Convention. This committee was given full revisory power over the purchase of the farm and the erection of buildings. In the following September the present county farm with the farm buildings was purchased of Dudley C. and Daniel P. Kimball for the sum of twenty thousand dollars, and the erection of an almshouse was begun the next year. Additions have since been made to the acreage of the farm by purchase, and with the construction of new barns and other buildings the farm is one of the best in the state.
THE FISHER FARM
At the ninth meeting of the proprietors held January 4, 1771, it was "voted, that those persons that hold the rights of land in Haverhill of which Capt. John Spofford, John Hazen, Gideon Gould, Benoni Colburn, John Clarke, Thomas Emery, John Sweat, Maj. Edmund Moors and Jacob Bayley were original proprietors shall hold their proportion of land in said town in a body between the Oxbow and the east line of said town- ship according to a plan this day exhibited by Maj. Caleb Willard, upon condition that said proprietors shall pay their proportion of all charges or costs which have or shall hereafter arise to the proprietary of Haverhill, at the same time reserving to themselves the privilege of laying out and opening roads through any part of said body of land free of any costs or charges."
John Hazen had previously, at the second meeting of the proprietors held September 26, 1763, been authorized to take Meadow lots Nos. 2, 3, 4, 5 and 6 in Oxbow Meadow, and house lots adjoining Nos. 31, 32, 33, 34 and 35 and these were known as the "Hazen Farm." At the time of the meeting of January 4, 1771, he had also acquired the rights of the original proprietors above named, and in anticipation of the vote had the lots surveyed in a single tract extending from his Oxbow farm to the Coventry (now Benton) line. With this acquisition authorized by vote of the proprietors he became the largest landed proprietor of the town, and the tract covered for the most part with an unbroken forest of the finest of white pine had certainly great prospective value. It passed, however, the same year out of his possession into the hands of John Fisher of Salem, Mass., who never occupied it, and under the name of "the Fisher Farm" was held until early in the nineteenth century by
29
434
HISTORY OF HAVERHILL
non-resident owners. This non-resident ownership of so large a tract in the centre of the town had no inconsiderable influence in the early settle- ment and development, or rather non-settlement and non-development of the town. John Fisher's interest was purely speculative and selfish. He was an English gentleman who was naval officer at Portsmouth for a time, where he married Anna, a daughter of Mark Hunking and Elizabeth (Rindge) Wentworth, who at the time of her marriage was about 18 years of age. She was a niece of Governor Benning Wentworth, and a sister of his successor, Governor John Wentworth. When the Revolution broke out Fisher was collector of customs at Salem, Mass., and left the colonies for England about the same time with John Wentworth. Previous to leaving, November 30, 1775, he mortgaged his Haverhill "farm" to Francis Cabot of Salem for the sum of £525 which mortgage was recorded in the Grafton County registry of deeds September 25, 1782. In 1783, October 10, Cabot deeded and assigned the property to Mark Hunking Wentworth. In the mean time Fisher's lands in New Hampshire,-and he had large holdings in other towns,-were confiscated with those of other Royalists by the New Hampshire act of 1778, and the tillable por- tion of his Haverhill lands were used for the benefit of the Revolutionary troops stationed at Coos.1 These lands were later restored by act of the Legislature so that the legal title vested in him and his assigns with full power to sell and convey. Mark Hunking Wentworth conveyed the property to Fisher December 30, 1784, and the title vested in him until he sold, through his son John as attorney, to Nathaniel Merrill2, Timothy A. Edson, Joseph Pierce, Peter Johnson and others, early in the last cen- tury, by whom the tract was opened up to settlement and improvement. After his return to England John Fisher became under-secretary to Lord Sackville in Mr. Pitts' administration, and later to the successor of Lord Sackville. He died in Clifton, England, June 1, 1805, and his widow in Bath, England, October 21, 1813. They were the parents of fifteen chil- dren, of whom the eldest, John, born in Portsmouth, 1764, managed by power of attorney the American estates of his father. John, the younger, spent some time in America after the war, and at the time he sold the Haverhill lands he was residing in Portsmouth. He subsequently went to England as did all his brothers and sisters except one, Sarah, who married James Sheafe of Portsmouth, twice United States senator and several times member of Congress from New Hampshire.
1"Voted, that Gen. Jacob Bayley be directed to pay to Col. Charles Johnston $2,400 which he has in his hands, for forrage supplied on the farm of Mr. Fisher improved by Mr. Kay and that he give him a receipt for the same for the use of this state."-Journal of the House, Nov. 4, 1779.
2 Merrill one of the purchasers of the Fisher lands, was also the owner of the Hazen farm proper on the Oxbow, which remained in his possession, and that of his son-in-law Obadiah Swasey and his family for a period of more than eighty years. The deed of Fisher to Merrill is dated December 2, 1802.
435
HISTORY OF HAVERHILL
MILITARY COMPANIES
Haverhill Companies belonged to the 13th Regiment, 6th Brigade and until 1840 Second Division, and for the next twelve years to the Fourth Division. Haverhill had its fair share of regimental, brigade and division commanders. These were:
Colonels
Brigadier Generals
John Kimball, Lt. Col. Commanding 1812, 1813, 1814
Moody Bedel, 1808, 1809, 1810, 1811 John Montgomery, 1812, 1813, 1814, 1815, 1816
Major Generals John Montgomery, 1817, 1818, 1819
Caleb Morse, Lt. Col.
1815, 1816
Jonathan Poole, Col. 1826
Jonathan Poole, 1827, 1828 Samuel P. Adams, 1848
Samuel P. Adams, 1849, 1850, 1851
The organization of the militia into regiments, brigades, etc., was abol- ished by the legislature in July, 1851.
POPULATION OF HAVERHILL
Previous to taking the first census by the Federal Government in 1790, there had been two enumerations of the inhabitants of the town made by town authority. The first was made in 1767 by Edward Bayley and was as follows: Unmarried men from 16 to 60, 21; married men from 16 to 60, 32; boys 16 and under, 43; men 60 and above, 1; unmarried females, 43; married females, 29; male slaves, 2; female slaves, 1; total, 172.
A return of another enumeration made October 26, 1775, was as follows: Males under 16, 97; from 16 to 50 not in army, 69; males above 50 years, 9; males gone in army, 17; all females, 169; negroes and slaves for life, 4; total, 365.
The population at each decennial census beginning with 1790 has been:
1790
552
1840
2675
1890
2545
1800
1850
2405
1900
3413
1810
1105
1860
2291
1910
3498
1820
1609
1870
2270
1830
2153
1880
2452
Jonathan Poole, 1829, 1830
Samuel P. Adams, Col. 1846, 1847
SUPT. G. E. CUMMINGS' ADDRESS
In the winter of 1901, Supt. G. E. Cummings of the White Mountain Division of the Boston and Maine railroad gave an address at the Rail- road Y. M. C. A. rooms, descriptive of the old time methods of railroading, especially dealing with the construction of the Boston, Concord and Mont- real, the men who constituted its management, and its force of employees, in short with men and things in the early days of the road. Mr. Cum-
436
HISTORY OF HAVERHILL
mings entered the employ of the road in 1865, and has since, in almost every conceivable capacity from "bridge walker" to superintendent, been constantly in its employ, so that on this occasion sixteen years ago he spoke from personal knowledge and experience. The address published at the time in the Woodsville News is here in the main reproduced:
The Boston, Concord and Montreal Railroad, that part of the White Mountain Division between Concord and Woodsville was incorporated in 1844. The first stake for the final survey of the road was driven at Concord May 20, 1845 by Jeremiah S. Jewett, now a resident of Warren. The same year the line was surveyed from Concord to a point on the Connecticut River in the town of Haverhill. The original intention was that the road form a connection with the Passumpsic nearly opposite Haverhill Corner. It appears that the surveyors first found trouble with their survey at Pike. After getting over Warren Summit they could get down to a low level enough to cross the Connecticut at Haverhill Corner and it became a question what to do after striking the Oliverian at Pike's. They were hung up there for some time, but finally concluded to continue on to Wells River and form a connection with the Passumpsic at that point. Woodsville was considered of no account whatever.
The road was opened to Sanbornton, now Tilton, May 22, and to Lake Village, Octo- ber 2, 1848. Trains left Boston at 7.10 A. M. and 12 noon. Stages left on arrival of these trains for Plymouth, Haverhill and Littleton. Merchandise cars ran daily between Boston and Lake Village. On March 19, 1849, the road was opened to Meredith Village, and on July 5, trains ran up to Fogg's to connect with the stages, and then back to Meredith to stay over night, where there was an engine house, turntable, water tank, woodshed, etc. The road was opened to Holderness, now Ashland, on December 3, 1849, and to Plymouth January 21, 1850. They established headquarters at Plymouth and remained there till June 2, 1851, when the road was opened to Warren. The road was opened from Warren to Wells River, and regular trains began to run to Wells River July 4, 1853.
The Boston, Concord and Montreal had met with and overcome great obstacles in the construction of the road between Concord and Woodsville. The Northern Road and the Passumpsic Road, which were in process of construction at the same time, antago- nized it at every point, and, but for the perseverance of Josiah Quincy, its first president, the lines of the Boston, Concord and Montreal would have been considerably changed. The people of the North Country were entirely in sympathy with the Boston, Concord and Montreal and gave it their support, and when the road was finally opened to Woods- ville they had a great celebration. Tables were set up in the engine house and a grand collation was provided free for everybody. According to the best accounts we have, every body filled up with both victuals and drink that day.
The opposition to the Boston, Concord and Montreal, backed some parties who started in to build the White Mountain Railroad from Woodsville, to connect with the Atlantic & St. Lawrence, now a part of the Grand Trunk, at Groveton. The White Mountain Road was begun before the completion of the Boston, Concord and Montreal to Woods- ville, and was opened to Littleton in 1853. Funds then ran out and the terminus remained at Littleton for a number of years. The White Mountain was run under difficulties, as a separate road for a year, and was then leased to, and after some years purchased by the Boston, Concord and Montreal. In 1868, the Boston, Concord and Montreal under President Lyons began extension of the White Mountain, opening up to Wing Road in 1869. The following summer the road was opened to Whitefield which was the terminus till October, 1870 when the road was opened to Lancaster. The branch was opened to Bethlehem Junction in 1872, to Fabyans in 1874 and to the base
437
HISTORY OF HAVERHILL
of Mount Washington in 1876. The extension was built from Lancaster to Groveton in 1873, connecting with the Grand Trunk. At that time the Grand Trunk was a broad guage road and there was no interchange of cars. The Pemigewasset Valley was built in 1883.
The offices of the Boston, Concord and Montreal were first established at Concord. There were temporary headquarters at Meredith while that town was the terminus. Permanent headquarters were established at Plymouth in 1854, and moved to Woods- ville in 1884. The first superintendent was Peter Clark. In 1847, Mr. Clark was suc- ceeded by James N. Elkins. In 1853 Mr. Elkins was succeeded by James M. Whiton. In 1857, J. T. Coffin ran the road for a while for the trustees, the road having got into financial trouble about that time. Joseph A. Dodge was appointed superintendent in 1858, and served as superintendent and general manager until 1883, when he was obliged to retire on account of ill health. Soon after Mr. Dodge's death the headquarters were moved from Plymouth to Woodsville, and most of you know all about who they have had to succeed Mr. Dodge in the way of superintendents.1
I find no memorandum as to when the telegraph was put into Plymouth. A line was constructed from Plymouth to Woodsville and I think to Littleton in 1862. I remember very well being present in the office when the first wire was connected up, and I heard the tick of the first telegraph instrument that ever ticked in Woodsville. When the stage lines were superseded by the railroad, the stage drivers were made conductors. The first train that ever I was brakeman on, Seth Greenleaf was conductor. I did consider- able braking under "Sid" Russ.
I have in my office the pay roll for September 1859. At that time the line between Concord and Woodsville was divided into twenty-three sections. J. J. Sanborn, gener- ally known as "Jarve" was general road master, and he was paid $3.07 per day. His assistant road master was Abe Mitchell who was paid $1.75 per day. Section foremen were paid $1.15 per day, and the second hands 90 cents. Superintendent Dodge was paid $6.38 per day, and the general passenger and ticket agent, J. L. Rogers, $2.23. George Stevens was master mechanic at $3.19 per day, and Moses Elkins, foreman in the wood shop received $1.80. Shop hands were paid $1.30 and John Knights, foreman of painters $1.50. J. S. Jewett, foreman of inspectors received $1.80, and Joe Lougee, fore- man in the blacksmith shop $1.91.
The freight engineers were J. J. Garmon, Ralph Adams and Charles Tilton, and were paid $2 per day. The firemen were W. D. Sargent, G. B. Randall and B. F. Osgood and they were paid $1.10. The passenger engineers received $2 and were Henry Little, John Davis and Isaac Sanborn. Their firemen, John Sargent, W. Varnum and J. H. Smalley were paid $1.12. The freight conductors were "Dave" Fergurson, O. R. Farrah, J. W. Butler, H. W. Ramsey and L. D. Whitcher and were paid $1.73 and the brakemen George Ramsey and Natt Batchelder received $1.25.
"Curt" Leavett was station agent at Laconia at $2 per day, J. W. Beede at Meredith at $1.10, T. P. Woodman at Holderness at $1.20, Morrill Sanborn at Warren $1.12}, W. B. Douglas at Woodsville, $1.23, Horace E. Chamberlin at Littleton, $1.82 and his helper, Alden Quimby $1, George Pearsons at Lisbon 48 cents, stations from Plymouth to Warren 90 cents, and at Plymouth, the business was transacted from the Superinten- dent's office and no salary appears.
Mr. Lyons died in 1879 and Mr. Dodge in 1884. "Jim" Rogers, the general passenger and ticket agent, left the road somewhere in the '80's and died some years later. Mr. Lyons was not a very dignified looking man, but he was a very sagacious business man. He had great confidence in the future of the Boston, Concord and Montreal and put money and time into it, but he knew more about starch and dry goods than he did about
1W. A. Stowell, Edward F. Mann, George E. Cummings.
438
HISTORY OF HAVERHILL
railroading. Mr. Dodge used to tell me how he started out as a stable boy, taking care of the stage horses at Meredith Village, and from that went to work for Jim Becde in the station, and when headquarters were moved to Plymouth he went with them, and at last became general manager of the road. He was dignificd and reserved but when you once got at him you found him one of the kindest hearted of men.
George Stevens was succeeded as master mechanic by Ralph Adams about 1870. Stevens went west and dicd there. Of the passenger engineers Henry Little is now flagging Ferry Street at Concord. John Davis recently died here in Woodsville.
Isaac Sanborn ran the Peter Clark between Woodsville and Littleton. For years the "old Peter" did all the work that was done on the Mountain road, coming down in the morning with a passenger train, going back with a freight, return with freight to Woods- ville, and back to Littleton with the mail at night. "West" Lyons was his fireman and when "West" was promoted, George was taken on. "Ike" and his fireman thought the "old Peter" was the only engine on the line, and they kept her looking pretty neat. I remember of hearing them say that she ran over a year at one time without going to the shop. I well remember the circumstances of Sanborn's finishing up for the Boston, Concord and Montreal. Along in the fall of 1869 Mr. Dodge had an idea the business was slack, and the "Mountain Maid," a small engine, weighing about 25 tons, could do the work just as well as the "Peter," and he notified "Ike" he was going to send up the "Mountain Maid" for him. "Ike" replied that if he sent her, he might send a man to run her. Mr. Dodge did not believe "Ike" would leave, but one night, John Davis brought the "Mountain Maid" up from Lakeport with orders for "Ike" to take her the next morning, while he would take "Peter" back to Lakeport. Davis liked to see a little row stirred up now and then, and he made considerable talk about how Sanborn would look running the "Mountain Maid." I was watchman at that time and he told me a lot of stuff to tell "Ike" about what to do and not to do with her and when "Ike" came in from Littleton we had the "Mountain Maid" all ready to go back on the freight. I began to tell him what Davis had said about running her, and he told me to tell Davis and all the rest of them to go to - quite a distance from Woodsville. He picked up his frock and overalls and everything else he had and got on the train as a passenger for Littleton. We telegraphed Adams to send a man to run in Sanborn's place and John Davis was the man sent up. I told John all the points of the "Mountain Maid" that he told me to tell Sanborn, and a madder man never left a station on an engine than Davis on the "Mountain Maid." "Ike" was a particular friend of Superintendent Chamber- lain then of the Concord Road, and he was soon provided with a job on the Concord. He ran there for many years, was later made roundhouse foreman at Concord and died there in 1886.
Very few of these men I have mentioned met with a violent death. I recollect of but two who were killed. George Ramsey was killed by striking a telegraph pole at Rum Hill bridge, while a freight conductor, E. P. Fisher, who was baggage master through to Boston was killed at Amoskeag by being thrown from the forward end of his baggage car underneath the wheels.
Only within the past ten or twelve years were conductors or other trainmen uniformed. In the old days the conductors wore no uniforms or badge to indicate who they were. They wore any clothes they saw fit, and any kind of hat or cap. Every one along the line was expected to know who the conductor was, and the conductor usually took pains to have everybody understand who was in charge. In fact the old conductors did just about as they pleased, and did not allow any one to dictate to them very much. They ran the train as though they owned the road; and in some cases they did literally become possessors of a large part of it. The passenger trains would haul freight cars behind their trains to be left at points on the main line for loading. They would wait at stations
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