USA > New Hampshire > Coos County > Stratford > History of the town of Stratford, New Hampshire, 1773-1925 > Part 12
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In September of the same year they chose some assessors "To see that the Road be cut through the Township according to the Governor's orders." In 1784, "Voted that Mr. James Brown and Benomy Cutler be appointed surveyors to cut, clear and bridge a road, through the town of Stratford sufficient to pass with carts and wagons."
These roads or highways were very rude affairs, often very crooked and passing over high hills for the sake of dry ground, very little attempt being made for drainage. The small streams and swampy places were passed by "cordu- roys," that is, laying two parallel timbers lengthwise of the road, six or seven feet apart, and covering them with cross timbers, or poles, laid crosswise, eight feet long. These roads sufficed for the time, as there was but little transpor- tation over them except on horseback and by sleds in winter. They were usually wide enough and firm for ox-carts and lumbering two-horse wagons. ("Coös County History," p. 42.)
It was to build such a road as this that the citizens determined upon in 1784. Clearings for the road had been made before, or old Indian trails had been used. Prior to the introduction of the four-wheeled carriage, which was about 1822, the ordinary road was not much better than a bridle path, although passable for the chaise, ox-cart, and team wagon.
President Dwight of Yale College, in his account of his visit to Canada line in 1803, says, "The roads in Stratford exhibit strong
I32
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HISTORY OF STRATFORD
indications of a lax and inefficient spirit in some of its inhabitants." As he gives a better character to some other roads in the vicinity, and knowing the difficulties under which later road makers have labored, we can believe that the state of the roads in Stratford in 1803 did not reflect so much the laxity of the inhabitants as the rocky character of the soil upon which they were built.
In 1788 it was
Voted that a highway eight rods wide be laid through the Town from the North to the South end of Stratford, as near the river as the land will admit of and as Strate as con- veniently can be, and that the same committee lay out on the River of those lots of the first a mete recompense for highway going through said first division.
The next year they voted that the highway shall be but four rods wide, and that Capt. Elijah Hinman, Capt. Jabez Judson, James Brown, Benjamin Strong, and Capt. Joshua Lamkin be a committee to complete the survey of the roads and bridging the same through Stratford.
Following are the tax records for the highways during the first years of Stratford history :
1783 .- Voted to tax each original Right of land $5 for clearing road through sd. town.
1787 .- Voted that a tax of $3 be laid on each original Right of land for defraying the Expense of clearing and Bridging a road through the town. Archippus Blodgett, collector; tax to be paid by the First of April next. Andrew Beers, Capt. Elijah Hinman, Jabez Baldwin, assessors. Elijah Hinman, surveyor of roads.
1804 .- Voted to tax ourselves $30 to defray the expenses of the highway.
1805 .- Voted to tax ourselves $40 to defray the expenses of the highway.
1806 .- Voted to tax ourselves $40 to defray the expenses of the highway.
1807 .- Voted to raise $150 highway tax to be expended at the rate of eight cents per hour for an able-bodied man or a yoke of oxen. Town accepted new road laid out in 1806 on the second lift of land from the river east of Isaac Johnson, beginning not far from the south line of that farm and com- ing into the river road again on the hill north of John Gams- by's.
1808 .- Voted to raise $150 for highways.
1809 .- Voted to raise $150 for highways. 1810 .- Voted to raise $200 for highways.
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HISTORY OF STRATFORD
The matter of discontinuing old road and the amount paid Isaac Johnson for damage to land settled.
1821 .- Voted to raise $200 for highways.
1825 .- Voted to raise $350 to make roads and repair high- ways and to lay out the non-resident proportion on Percy road from Locks to Percy Line.
1827 .- Voted $400 to make and repair highways. $300 to be laid out on Percy road.
The most important legislation for Coös County in its early existence was the incorporation of the Tenth New Hampshire Turnpike from Bartlett through the Notch of the White Hills. This was done December 28, 1803. The distance was twenty miles, and the expense was $40,000, the money for which was secured from the sale of confiscated lands after the Revolutionary War. This turnpike furnished an avenue to the seaports, and became one of the best paying roads in all northern New Hamp- shire. Until the advent of railroads this was the greatest outlet of Coös County, and the thoroughfare over which its merchandise came from Portland. Often in winter lines of teams from Coös over half a mile in length might be seen going down, with tough Canadian horses harnessed to "pungs" or sleighs loaded with pot or pearl-ash, butter, cheese, pork, lard, or poultry, return- ing with well-assorted loads of merchandise, or filling the cara- vansaries of Crawford, Rosebrook and others with wild hilarity. Before this time the incorporated towns were well provided with roads, but wagons could not roll along the level surfaces with much enjoyment until 1820.
A road was laid out from Colebrook through Dixville Notch to Hallowell, Maine, as early as 1808, a distance of ninety miles; but for years nothing came of it.
The Percy Road, mention of which appears so often in the early records, and for which the largest appropriations were made, was part of a highway connecting the Connecticut River with Shelburne and extending through the eastern part of Stratford to Percy, or Stark. Great inducements were offered by the proprietors of Percy to encourage people to settle there, particu- larly in that section adjacent to Stratford. Hence the emphasis upon the Percy road. The village of Groveton did not mate- rialize until after the building of the Grand Trunk Railway, and the opening of the big lumber interests there. The road from Lancaster to Stratford formerly crossed the river at the Richey
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HISTORY OF STRATFORD
place. After the Grand Trunk Railway was built, a road from Groveton to a junction with the river road was opened, at the Rich farm; the bridge over the Ammonoosuc being carried away, it was discontinued, and the road which joins it at the Harvey Curtis place was built. We are unable to learn when the road from Groveton to Percy was opened. The town of Percy was dissatisfied with its boundaries as originally granted, and we find at a proprietors' meeting held October, 1774, a motion, "To treat with the proprietors of Stratford for the purchase of a cer- tain gore of land which will accommodate our lines." The Percy Road, so-called, joined the river road at the top of the Hog-back, near the old Hall Tavern. Joseph Barlow had built a mill on Little Bog Brook in that locality, hoping to gain the proprietors' grant for building a mill. This may help us to understand the following record :
Nov. 15, 1792 .- Met at Joseph Barlow's. Voted to peti- tion General Court for one penny per acre for the purpose of laying out, cutting, clearing and bridging a road from the main road to Percy.
1826 .- Voted Percy road be discontinued beyond Alden farm to Nash Stream provided the selectmen cannot com- promise with the inhabitants beyond that stream and with- draw their complaint now pending in the Superior Court against this town, and that the selectmen petition the Court of Common Pleas for that purpose in case the compromise cannot be made.
Whether the selectmen were able to compromise we do not know, but in 1832 the tract of land embracing Ranges 17, 18, 19, and 20, in the town of Stratford, was annexed to Percy. In that same year the name of Percy was changed to Stark.
In 1829 it was "Voted that the selectmen lay out from E. H. Mahurin's place (the Barnes place) up Bog Brook, most con- venient place to accommodate settlers as far as Enoch Hall's." This probably was not done, for as late as 1855 the only way to reach Hall and Tucker's was from Dennis Hill.
The river road, so-called, at the Hollow, ran by the gristmill, over the hill to a point north of the James Curtis place. A road ran from this point on over Sugar Hill, near to Henry Kimball's, over Hoskins' Hill to Stark. The Percy Road joined it beyond the Hoskins place. The road from the Harding Mills (later owned by Charles Lucas) bore to the right past Darius Blodgett's on to
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HISTORY OF STRATFORD
the Aldrich lot. The road up Bog Brook from the Hollow was built about 1812. A road to the Grand Trunk station was laid out down the hill in 1855, to facilitate travel. Before that time the only access was through Jonas Merriam's field. A road was laid out from the Barnes schoolhouse (East Stratford) to the Priest's Lot in 1856. At Isaac Crown's a gate road down to Beattie's turn-out and across the river was built in 1860. A bridge was also built, but this was carried away, and was twice rebuilt. At this point and at the Hollow, where the road runs across the meadow, a ferry boat was in operation part of the time. The river is fordable at both these places in low water. The road from the Schoff (Jonah) place to North Stratford was built in 1855. Before that time all travel to the village was over the hill past the Fuller place.
The section of Meriden Hill that lies in the town of Stratford had no settlement until late in the '40's. Seymour Wright was the first to come, John C. Barnett and others following. They opened up a road into the wilderness, which was probably later adopted by the town, though no record has been found of the same. There was an old Indian trail leading down through the Notch to East Stratford. There have been efforts made by those interested in lumber projects, to have the town make an appro- priation for laying out a road along that trail, but it has not been deemed feasible. The Maine Central Railroad considered the advisability of using that route when building the road from Quebec Junction to North Stratford, and made surveys, as the distance would have been shortened about five miles.
The town was divided for many years into highway districts, the surveyors of which were elected at town meeting. A warrant was issued to each surveyor, which, from its legal phraseology and penalties attached, would indicate what a serious matter this highway problem was. We quote from a warrant issued in 1845, which, after stating how notice was to be given and the work assigned by the surveyor, together with the rate of labor, viz., "eight cents per hour for an able-bodied man finding his own tools and diet, and six cents per hour for a yoke of oxen that can perform good business." It further says:
And if any inhabitant aforesaid, having had four days' notice to work, as aforesaid, shall neglect or refuse to work and shall not within four days after the time set for him to
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HISTORY OF STRATFORD
labour, make a reasonable excuse, you are to demand of every person, so neglecting, in money the sum set against his name on said list, or so much thereof as shall remain un- paid, and if the same be not paid within fourteen days after demanded, you are to proceed to collect the same by distress and sale of the goods of the person so neglecting. But you are in no case whatever to make distress of any person of his tools or implements necessary for his trade or occupation, nor of his arms or utensils of his household necessary for up- holding life, nor of bedding, nor of apparel necessary for him or his family.
Then follow minute directions for the sale of said goods and chattels. One wonders what "distress" could be recovered when so little was possessed beyond what was necessary "for upholding life."
The following are tables on tax list of the taxpayers in the several districts in 1809.
Highway Tax List in the Lower District, Joseph Daniels, Surveyor
Inhabitants'
Names
Highways Tax
Inhabitants' Names
Highways Tax
Consider Barden,
38
James Curtis,
2 I2
Isaac Brown,
92
Isaac Lamkin,
42
Asa Hall,
96
Josiah Lamkin,
I 56
Thomas Blodgett,
42
Jeremiah Fuller,
42
Newcomb Blodgett,
38
Ephriam Burnham, 38
David Platt,
2
24
Josiah Blodgett,
42
James Brown
3
26
Joseph Borrough,
I 06
Joseph Daniels,
2
54
Ephraim H. Mahurin,
I 96
Aaron Curtis,
2
30
. Francis Wilson, 2nd., 2 74
Heirs of Phil Smith,
30 David Gaskill, Esq.,
20
Jonah Graves,
52
William Curtis,
I 28
Middle District, Isaac Stevens Surveyor
Thos. G. French,
66 Samuel Johnson, I 44
Ephraim Barlow,
38 Elisha Johnson,
I 62
Benj. Strong,
I
88 Jason Fuller,
I 48
Isaac Stevens, jr.,
I
92
Hezekiah Fuller,
50
Isaac Johnson,
52 Abner Fuller,
John M. Johnson,
I 08 Milton Amorilla Fuller, 12
14
D
C
D
C
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HISTORY OF STRATFORD
Inhabitants' Names
Highways Tax
Inhabitants' Names
Highways Tax
Barney Tourtallot,
50
Samuel Stone,
70
Daniel Stevens,
I 32
Noah Hatch, 3 98
Isaac Stevens, Esq., 4
28
Upper District, Henry Schoff, Surveyor
Abraham Bowker, 66
David W. Holbrook, I 74
Eliphlet Day,
I 00
Nathan Baldwin,
3 36
Abner Day,
46
Widow Baldwin,
I 96
Peter Gamsby,
I
IO
George Gamsby,
2 56
James Blake,
64
Ezra Lamkin,
I
36
Luther Fuller,
98
Agur Platt, 2
78
Isaac Johnson, jr.,
I
18
Ahaz French,
82
Henry Schoff,
2
64
Joseph Cass,
62
Peletiah Nichols,
3
34
Eastern District, Willis Aldrich, Surveyor
Willis Aldrich, I 76 John Chase, 56
Olney Aldrich,
38
Lewis Curtis, 84
Elijah Blodgett,
38 Amos Hinman, 94
Justis D. Blake,
78 Jonathan Sampson, 38
Levi Chase, I
18 Levi Sampson, 64
These highway districts correspond in their bounds to the four school districts already established. The number of taxpayers has increased since 1807 from 54 to 66.
The bridge across the Connecticut at North Stratford was built in 1850 by E. A. and William L. Baldwin, and opened to the public as a toll bridge in 1852.
BRIDGES ACROSS THE CONNECTICUT RIVER
In 1893 Fred N. Day, Esq., was the Stratford representative in the Legislature, and bent all his energies to the purpose of secur- ing two bridges across the Connecticut River. In the closing days of the session, after the most strenuous efforts and untiring zeal, Mr. Day secured the passage of the following bill, and also joint resolutions:
Bill
Chapter 224. An act authorizing the town of Stratford to construct two free bridges across the Connecticut River.
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HISTORY OF STRATFORD
· Be it enacted by the Senate and House of Representatives in the General Court convened.
Section I. That the town of Stratford, in the county of Coös, is hereby empowered and authorized to build and maintain two free bridges across the Connecticut River-one at some conven- ient point opposite the village of Stratford Hollow, between said town of Stratford and the town of Maidstone, Vermont, and one opposite the village of North Stratford, on or near the site of the Baldwin bridge, so called, and to take the franchise and so much of the property of the Baldwin Company, chartered in 1850, as may be necessary to the construction of said free bridge at North Stratford, and to take such other lands as shall be needed to con- struct and maintain said bridges with suitable approaches thereto.
Section II. If said town of Stratford shall not be able to agree with the owners of such franchise, property, or other lands, upon the damage to be paid, therefor, nor upon a committee to assess such damages, either party may apply by petition to the Su- preme Court for the southern district of Coös County, and said Court, after due notice to the parties, shall refer the same to the county commissioners for said county of Coös, who shall upon due notice assess such damages and report the same to said Court and judgment thereon shall be final and conclusive unless either party elects at the term of the Court when such report is filed to go to the jury, and upon trial by jury, to ascertain the amount of the damages such proceedings shall be had as are by law provided in the case of ordinary highways.
Section III. Said town is authorized to raise money by assess- ing taxes in the ordinary way to build said bridges, and until such time as money can be so raised, to hire money for that purpose, provided a majority vote of any town meeting duly called and held in said town shall authorize the selectmen of said town to so hire the necessary funds to go on and construct said free bridges.
Section IV. Said town shall be liable for accident on said free bridges the same as on any other legal highway within said town.
Section V. This act shall take effect on its passage. Approved, March 9, 1893.
Joint Resolution
To assist the town of Stratford in building two bridges across the Connecticut River.
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HISTORY OF STRATFORD
Resolved by the Senate and House of Representatives in the General Court convened.
I. That the sum of four thousand dollars, or so much thereof as may be necessary, is hereby appropriated to pay one-third the whole expense which may be paid or incurred by the town of Stratford in building two bridges across the Connecticut River in said town, one at North Stratford and one at Stratford Hollow : provided, however, that both of said bridges be built by said town. The governor upon proof satisfactory to him of the com- pletion of both said bridges, in conformity with this act, and the amount expended by said town in building the same, is hereby authorized to draw his warrants for a sum equal to one-third of such expenditure, not exceeding said sum of four thousand dollars, out of any money in the treasury not otherwise appropriated.
Passed the House of Representatives February 23, 1893.
Passed the Senate March 31, 1893.
And was approved by the governor, John B. Smith, March 31, 1893.
The work on these free bridges was begun November 1, 1893, and finished April 1, 1894, the one at the Hollow being completed first, but both were opened to the public at about the same time, viz., May 1, 1894. No public opening was held, but it was an event of great importance to the towns thus linked by these free highways, free to the public. What would be the utter astonish- ment of the first settlers, if they could visit this globe and see these wonderful inventions of our day and these highways of travel across the noble river, which they only thought of canoes to accomplish.
Length of span of the bridge at the Hollow, 151 feet.
Hights of abutments, 21 feet.
Amount in yards, 392 feet.
Cost per yard, $6.00.
Land damages at the Hollow :
R. B. Marden, $40.
Darius Young, $100.
N. H. Hatch, $10. F. L. Kenney, $15.
The bridge at North Stratford was built on the site of the Bald- win bridge. Cost of the old bridge, $750.
This bridge has two spans, 133 feet each. It has 447 yards of
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HISTORY OF STRATFORD
masonry, and the mason work was built by Augustus Osgood of Colebrook at $6 per square yard.
The bridges cost about $16,065.30, and were built by the Berlin Iron Bridge Company.
By a vote of the town $9,500 was hired at 4 per cent.
Maidstone and Brunswick contributed for the Hollow bridge, $500, and Bloomfield toward the North Stratford bridge, $2,860.
Until the Baldwin bridge was erected at North Stratford by E. A. & W. L. Baldwin, there was none between Guildhall and Columbia. At times there has been a ferry boat in the river at the Hollow and also at Beattie's "turn out," also several bridges have been built here mostly for the lumber business.
The Grand Trunk Railway erected an iron bridge at North Stratford for crossing the Connecticut River, also one across Bog Brook at the Hollow.
When the Upper Coos Railroad was built, or rather the Maine Central was extended from Fabyans to connect with it, an iron bridge was built across the river just below the Diamond where this road crosses the river.
This is truly a great achievement for the town and a monument to personal effort.
The appropriation by the state, $4,000, was paid June 1, 1894.
In 1893 a law was passed making the town one district, with one or three road agents. The agents for 1893 were John T. Connary, A. D. Norcott, and David Stone. The amount raised to be expended upon roads and bridges was $1,400.
About the year 1900 automobiles began to make their appear- ance upon Stratford's highways, and with them came the demand for better roads. Stratford being one of the thoroughfares for summer travel, preparation must be made for it, highways must be widened, curves straightened, and bridges strengthened. Stratford has responded nobly, as a study of her town records will show. State aid and supervision have been given, and costly experiments have been made.
In the town report for 1908 we find the first mention of money spent on the state highway. A. D. Norcott, David Stone, and Samuel Parker were road commissioners for that year, and the taxes assessed for highways and bridges amounted to $1,428.65.
Year after year the work has gone on. The same rocky soil that composed the roads of which President Dwight complained
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HISTORY OF STRATFORD
in 1803, prevailed a hundred years later, and Stratford's roads have been her most costly assets. In 1923 the town began the work of spreading tarvia on her main highway, and that year expended $6,734.79. Of this amount the state gave $2,364.61, leaving $4,370.18 for the town tax. The constant stream of travel by summer tourists, and the 250 cars and trucks owned in this town, explains the necessity for such large expenditures.
CHAPTER XI
STRATFORD'S TAVERNS
Stratford's old taverns may well be considered along with her highways, for they were a very necessary and welcome adjunct to the traveler over those primitive roads; and taverns became gen- eral along the public highways. As often as two or three miles these country inns greeted the tired wayfarer. Their open fire- places with crackling logs, well-laden tables, generous haymows, and well-filled granaries, presented a cheerful aspect to the weary and chilled man and beast. These houses at first were undoubt- edly unpretending, and the supplies without doubt scanty; for these were pioneer homes that were opened by necessity for the accommodation of other pioneers, who, after the Revolution, pushed on to the further settlement of the north country and the eastern provinces of Canada.
After the building of the road through the White Mountain Notch, in 1803, Stratford's highways were the channel through which the long lines of teams laden with country produce from the north country passed on their way to and from Portland markets. Homes must be opened for these wayfarers. What homes per- formed these acts of hospitality and necessity we can learn from the record of the licenses granted for selling spirituous liquors in small quantities, then considered a necessity in entertaining travelers. The license was granted for one year, and the record often contains the words: "Is considered a fit person, etc." Some of these hospitable homes became regular hostelries; and we will give here short sketches of those that were best known to the traveling public before the advent of railroads and automobiles changed the tide and manner of travel through the town of Strat- ford.
In the northern part of the town, one mile from North Stratford village, and on the land now owned by the New Hampshire Stave and Heading Mill, was one of Stratford's earliest public houses. Later generations have called the large white house that stood across the road from where is now the company's office, "the Square House"; but to earlier generations, when it was in
143
Hall Tavern
STRATFORD'S OLDEST TAVERNS Dennison Inn Porter Inn Place Beach Place
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HISTORY OF STRATFORD
- the prime of its usefulness, it was "the Beach place." The first settler on this farm was Benjamin Strong, whose name appears frequently in Stratford's early records, as road commissioner, collector, surveyor, moderator, selectman, juror, and town clerk. From 1784 to 1810, when he served as school visitor, he seems to have filled nearly every office in the gift of the town. He was also Stratford's first mounted mail carrier, and was associated with Judd in his survey of the town in 1788. He married Lydia John- son, daughter of Isaac Johnson, pioneer, and in 1806 was living where J. I. Crown now resides. The family is supposed to have gone to the West, with other Stratford citizens. We insert here a petition that is closely connected with this historic old place:
To the General Court of New Hampshire;
Humbly showeth Benjamin Strong of Stratford in said State. That there is in Connecticut River a little north of the memorable bow in said Stratford and Island containing about forty acres, more or less, which Island is the property of said State and is situated as would well accommodate your Petitioners and can be of no use to the State while it remains in its uncultivated state. Wherefore he prays your Honors to grant to him his Heirs and assigns forever the sole exclusive right title and interest of said Island so far as the State had any title thereto and that Sd Island may be an- nexed to and be part of Stratford for such consideration as to your Honors may appear just and reasonable and he as in duty bound will ever pray.
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