History of Royalton, Vermont, with family genealogies, 1769-1911, Part 29

Author: Lovejoy, Mary Evelyn Wood, 1847-
Publication date: 1911
Publisher: Burlington, Vt., Free press printing company
Number of Pages: 1280

USA > Vermont > Windsor County > Royalton > History of Royalton, Vermont, with family genealogies, 1769-1911 > Part 29

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

The same year another road was laid out beginning in Barnard line near Joseph Bowman's barn (probably W. 25 L. A.) extending to Luther Fairbanks' blacksmith shop, on to the river near Abel Stevens' (N. 30 L. A.). A road was also surveyed near the "red schoolhouse" to Bethel line near Capt. Kinney's in 32 Town Plot.

A Broad Brook road was surveyed in 1794 from Barnard line near Benjamin Morgan's (4 L. A.) onward to Sharon line near William Lovejoy's, afterwards the Isaac Parkhurst place. Morgan lived where Ichabod Davis resided later. This road is said to have run by the Carlos Miller place, past Calvin Goff's and Joseph Cole's, running between the A. J. B. Robinson and Albert Snow houses.

A road three miles in length was laid out the same year beginning at a road near Silas Williams', and extending to the east bank of White river, then on the bank of the river 316 rods to the east end of the "Great Bridge at Mr. Deweys." This seems to be the road across 26 and 22 Large Allotment. On the same day, Dec. 4, 1794, a road was laid out over two miles long from the Broad Brook road near Storrs Hall, probably the Lovejoy place, extending to Nathaniel Reed's, who owned land in M. 18 Large Allotment. That would give the hill road by the Thomas Davis and the Franklin Joiner places. A new sur- vey of this same road seems to have been made in 1799, starting south of Experience Trescott's barn and extending to Broad Brook road.

In 1795 a survey was made, starting about fifty rods from the northeast of 5 T. P., and extending across the First Branch to the road on the east side. This same year a new road was constructed up the Second Branch. The survey was made from the land of Amasa Dutton, extending one and one third miles into the highway on the north side of the river.

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There seems to have been some objection to paying the charges for this road. At a December meeting they first voted not to raise a tax to pay for the same, then re-considered and voted to pay the selectmen's bill at three shillings a day, amounting to £ 11. 16. 0., and to pay £ 1. 12. 0. for rum.

In 1800 a road was laid out from Nehemiah Leavitt's on Broad Brook to the road leading from Experience Trescott's to Amos Robinson's, the Lovejoy place. This is the road from the Horace Royce place by the Phineas Goff and Heman Durkee places. Another road was surveyed beginning a few rods south of Jedediah Pierce's on the west side of the road, and extending to Mr. Tullar's house, about three fourths of a mile, probably from the Gee farm or the one beyond it, to the Cloud place.

The next year a new road was established on the north side of the river between "landlord Dickenson's and the meeting house," running sixty-five rods to the southeast bank of the river, then 120 rods to the old road northeast of Ebenezer Park- hurst, then on the old road a few rods, then S. 87º W. 54 rods, thence S. 51° W. 30 rods to the old road. Twenty-two sur- veyors were elected this year. It would seem as if that force ought to be sufficient for keeping the highways in good repair, but such did not prove to be the case. In 1806, when they had only one less, they found it necessary to elect an agent, Jacob Smith, to defend a suit brought against the town for keeping bad roads. Said case was to be tried at the County court in Woodstock.

In 1799 guide posts were erected according to law, but there was, doubtless, some laxity in carrying out the requirement, as the selectmen received instructions again the next year to con- form to the law.

The General Assembly in October, 1804, appointed John French, Benjamin Clapp, and Stafford Smith a committee to lay out a road from White river in Royalton by Randolph meet- ing-house to the turnpike of Elijah Paine in Williamstown. The road in Royalton began on the east line of Bethel, east of the Second Branch on Daniel Kinney's meadow, six rods east of the branch, and extended to a point five rods west of the west end of the bridge that crossed the Second Branch near Benjamin Parkhurst's. Mr. Parkhurst was allowed $65.65 as damages on account of the road passing through his interval. The surveyor was Richard Kimball.

The selectmen of Tunbridge made a new survey of the road along the First Branch in 1815, and that necessitated a new survey in Royalton. This survey extended a distance of about one and one fourth miles. A road was surveyed in 1819 from Asahel Cheney's, who was then the owner of the Capt.

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Gilbert stand. It began one rod east of his house, then ran N. 28° E. 70 rods, then N. 23° E. 20 rods, then N. 17º E. 17 and one half rods, then N. 10° E. 24 rods to the old road.

In 1820 a road was laid, beginning on Pomfret line, south of Timothy Cheedle's house where the Pomfret road strikes the Royalton line, and extended over two miles to a road from Amos Robinson's grist mill across the brook to his saw mill. These mills were below Horace Royce's on a brook emptying into Broad Brook. Mr. Cheedle was located in southeast 4 Large Allotment. What was called the Johnson Hill road was laid out in 1823. It began at a road leading from Peter Wheelock's by Amos Bosworth's to White river, and extended to the Broad Brook road four rods west of Luther Hunting's, later the Benjamin Day place.

The road commissioners were called out in 1828 to lay a road from the northeast corner of Barnard, down Broad Brook to Sharon. Those receiving pay for damages were George Gerry, Philip Royce, Jr., Eastman Royce, Ira Packard, Lucinda Packard, Silas Packard, Widow Packard, David A. Adams, Arunah Clark, Wright Clark, and Jonathan Leavitt. The dam- ages were assessed at $47.42, of which sum Royalton was to pay $25.00, and to have the road open in two years. There is nothing to prove that Broad Brook was especially avaricious in the mat- ter of getting roads, but it remains a fact, that in September of this same year the commissioners were again called out to lay a road from Royalton village to Broad Brook, then up said brook to the "harbor" in Barnard, and on towards Woodstock, until it should intersect the Royalton and Woodstock Turnpike. It began in the village on the White River Turnpike, then went across the bridge and onward over the Joiner hill to the road by Robinson's mills. Those receiving damages were Zebina Curtis, Ebenezer Parkhurst, Daniel Rix, Salmon Joiner, Jabez Hinkley, Jonathan Leavitt, and Paul Clark. One of the com- missioners was Daniel Rix. The damages and commissioners' bill amounted to $224.60, which the town was to pay and open the road in two years. This survey is called the "County road" by the selectmen, when they give their orders two years later. Their orders amounted to $801.91 the entire expense of the road. The county road, then, ran along Broad Brook, over the Joiner hill to Royalton village. Jeremiah Gay seems to have had the contract for building.

The survey from Barnard to Sharon, and the one for the county road would run over the same ground along Broad Brook, and we find the same people receiving damages. It is not strange, then, that in 1829 a petition of David H. Parks and others was considered, and the road commissioners threw up

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the survey from Barnard to Sharon from a point in Packard's land to Sharon line. They had been asked to set aside the whole of the survey, and on the same date were petitioned to alter it. An alteration was granted from Sharon line to Mr. Clark's, and a change was also made from a point in Packard's land to a point east of Jonathan Leavitt.

After the railroad came into Royalton, Daniel Tarbell, Jr., made strenuous efforts to get a bridge across White river at South Royalton, and a survey made connecting the village-to-be with the Chelsea road. A station at South Royalton was con- tingent on the building of the bridge. Mr. Tarbell met with strong opposition. He himself says that he was supported by Lyman Benson, Phineas Pierce, and Cyrus Safford, and the busi- ness men of Chelsea and Tunbridge, and opposed by the vil- lages of Royalton and Sharon, both of which wished to retain their trade and prestige. He appealed to the selectmen and to the road commissioners to lay out a road and build a bridge without avail. He and his supporters secured the bridge by subscription, then he petitioned for a Court's Committee, which was granted by the Orange County Supreme Court. This com- mittee made a survey in October, 1849. It followed the old road most of the way, varying in some places to avoid steep hills. These variations were near Oel Cleveland's, Tyler Bur- bank's, and David F. Slafter's. Mr. Cleveland was awarded as damage $7, Mr. Slafter $125, Phineas Pierce $65, Lyman Benson $100, and to Phineas Pierce, Lyman Benson, Cyrus Saf- ford, Orison Foster, and Benjamin H. Cushman "to be held either in their own right solely or as well for themselves as also in trust for the other contributors towards the Bridge leaving that matter to be adjusted by those claiming an interest accord- ing to their respective rights the sum of $4000."

The committee considered that the bridge was likely to be of equal benefit to Royalton, Tunbridge, and Chelsea, and that they "ought to contribute in equal proportions towards the orig- inal costs and expenses of the same as well as the future main- tenance of the bridge." They proposed that in lieu of liability for future maintenance of the bridge, Tunbridge and Chelsea should pay $450 each to Royalton, and the assessments for the two towns were based on this proposition. Chelsea was to pay Royalton $2542.50, and Tunbridge, $1227.25. 'They said in case the Court should decide that the bridge had been dedicated to public use in such a sense that no damage should be assessed, then Chelsea should pay to Royalton $1103.08. and to Tunbridge $106.09. They estimated the bridge at $4000, and the whole expense for damages and building in Royalton at $5174.50, in Tunbridge $1527.50, in Chelsea $212.25. The cost of laying out

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and surveying, $498.72, was apportioned equally to the three towns.

It was not to be expected that all three towns would be satisfied with the report of the commissioners, Edwin Hutchin- son, Bliss N. Davis, and Timothy P. Redfield. The matter was continued from term to term until December, 1850. The Court then decided that the bridge belonged to the subscribers, and reduced the assessment on it one half, which was to be paid to the committee that built the bridge by April 1, 1851. Mr. Tar- bell in his published autobiography says the bridge cost $3600, and that he lost $800 on it. The Court also set aside the prop- osition of the committee relating to the future support of the bridge, and ordered that "the three towns remain liable to & for said support in the proportion fixed by the commissioners until such proportion shall be varied by proper authority." The petition had asked for a survey to Broad Brook, and this was rejected, and a deduction on account of that survey was ordered made from the costs. The road was to be open for travel Oct. 1, 1852. It was laid three rods wide except from Pierce's tavern to the depot, which part was to be four rods in width.

Many changes had taken place in the roads before this time. Only a few of them can be noted. In 1827 the First Branch road was changed, beginning twenty-six rods from Pierce's mills down the road forty-two rods to the old road. The next year the road was altered by Capt. Rix's, beginning sixty-four rods from his saw mill, extending eighty-nine rods to the old road, and the old part was set to Ebenezer Parkhurst. The road above Royalton village was changed in 1854. It was to begin fourteen rods north of Simeon Nott's (James Henry place), and extend across the railroad, and across Calvin Skinner's land and Oramel Sawyer's (the Jacob Cady place), to Parkhurst Barrett's. An open road leading from Polydore Williams' land through Ebenezer Day's farm to the road leading from the Royalton and Woodstock Turnpike was made into a pent road in September, 1827. At a later date, 1860, the Johnson Hill road was discontinued. The road by the Washington Leonard place near Barnard line was changed in 1862 by road com- missioners, so as to avoid keeping in repair two bridges close to- gether. By this new survey the road ran in the rear of Mr. Leonard's house.

After the dissolution of the Randolph Turnpike Company, the selectmen in March, 1835, set off that road and the road leading from it to the west side of the Second Branch into a district by themselves, called No. 23. About this time Jacob Fox began his efforts to get a new bridge at North Royalton, and to have the old turnpike road changed. The town did not

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even consider such a change in town meeting, so far as records show, but Mr. Fox kept busy. The first intimation that some progress had been made is found in the warning for a meeting, dated Nov. 4, 1835, which has this clause: "To see what order the town will take respecting the new road lately laid out up the 2d Branch of White River by the Courts Committee." The article was passed over. They evidently did not intend to act unless compelled to do so. In the warning for a meeting on May 17, 1836, one article reads: "to see if the town will take measures to make the new road laid out by a courts committee and confirmed by the supreme court at its last session at Chel- sea, up the 2d branch of White river." They had paid little regard to the Court's Committee, and were not to be awed into obedience even by the Supreme Court itself, as the following action will show :

"Voted 1st That a committee of three be appointed to ascertain if the Town is legally obliged to make the road supposed to have been ordered by a committee appointed for that purpose by the Supreme Court and the report of said committee accepted by said Court at their session in the County of Orange last March Term said road leading from Fox's tavern in said Royalton up the Second branch and then through Bethel and Randolph

2d If in the opinion of said committee the Town is obliged to make said Road then that said committee be authorized and directed to cause the same to be made, by selling the making thereof either all together, or in sections, either at private sale or publick auction, as said committee may judge expedient.

3d That said committee be instructed that, when disposing of the making of said road, it be a condition precedent to the receiving of any pay by those who may take it to make, that it be accepted by the authority legally empowered to accept the same."

Garner Rix, Elisha Rix, and Harry Bingham were chosen a committee for the above purpose.

Of course the road had to be built. A special meeting was called for July 9, 1836, to instruct further the building com- mittee regarding the connection of the new survey with the old road near Jonathan Kinney's. The survey extended from Ben- jamin Parkhurst's to the road north of Amasa Dutton's. By this survey two bridges were to be built, one of them by Wight's mills. The road was to be completed by July 1, 1837.

The damages assessed by the Court's Committee were not satisfactory, and the persons interested agreed with the town on May 17th, in the selection of a committee of reference. From the selectmen's orders it is learned that the road was built in sections, fifteen at least, and that John Brooks, Oliver and John

Warren, and Jedediah Cleveland were the workmen.

The

amount of damages for which orders were issued was $618.50, and the bill for building was $619.65. This, probably, does not include the whole expense, as items for lumber do not state for which bridge they were used. This road was one of the most

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expensive which the town was called upon to build, and it must have been a rather heavy burden for the tax-payers, consider- ing they were compelled to erect the Fox bridge about the same time. At the March meeting in 1837 the selectmen were di- rected to change the survey, and lay a road "across the neck of a pond on Jonathan Kinney's land." It is said that the old branch road ran farther north, over the hills down by the pres- ent George Taggart place.

In 1852 a road was laid out, beginning eighty-six and one half feet from Rufus Kendrick's, and extending forty rods across the railroad to the gate in Daniel Tarbell's pasture. This seems to be a survey of what is now called North street in South Royalton.

In 1868 a petition was before the Court of Windsor county asking for a road to be laid from South Royalton over the hill, connecting with the road from Royalton village to East Barnard near the Broad Brook schoolhouse. The voters at their March meeting instructed the selectmen to oppose the building of it. Those in favor of the road did not let the matter rest here. A hearing was held at Woodard's hotel April 27th, at which time the petitioners and their counsel, Charles M. Lamb and Stephen M. Pingree, Esquires, were heard, also the selectmen with their counsel, D. C. Denison and Henry H. Denison, Esquires. The hearing continued three days. After an examination of the premises and both sides had been heard, the commissioners de- cided that a pent road should be laid from South Royalton vil- lage to connect with the Joiner road to Broad Brook. It be- gan at the tavern barn in South Royalton. Gates were to be erected on the lines dividing the land, to be kept closed from April 1st to November 15th. The survey states that "said line of Road above described runs nearly in the course of an old road partly worked from a point where the above described line strikes the land of D. B. King through the entire length."

The commissioners advised the continuation of the road to the center of the highway three and one half rods from the northwest corner of the brick schoolhouse on Broad Brook, and the cutting down and grading of "Clay Hill." The survey ran a little east of the old road. The selectmen were asked to make this an open road, and they granted the petition after a hearing in August, 1870. They assessed the damages at $13.56. The making of this road drew heavily on the tax-payers, and that year 100 cents on the dollar was voted. The road was legally opened March 16, 1871.

In 1878 the selectmen were requested to widen what is now called Chelsea street. The stores on the Park side of the street had lately been burned. The selectmen ordered a side-

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walk three and one half feet in width to be built, and that no hitching posts should be allowed on either side of the street. They were also petitioned to lay out a road in the rear of the burnt stores, and they did so, extending a road four rods wide across the Park. The owners of the land through which the road passed were to receive damages as follows: Lawrence Brainard, $383.33, Lewis Dickerman, $100, Aaron N. King, $58.33. The road was to be completed and open for the public Nov. 15, 1878. A protest served to nullify this action.

In 1883 a road was laid out in South Royalton from Isaac Northrop's across the land of James Cloud and Lyman C. Tower, and across the railroad to the Sharon road. This is what is now named South street.

In 1903 Bethel had to lay out a road to the lands of the Woodbury Granite Company in Bethel, and Royalton had to lay out a road to accommodate the Bethel Electric Light & Power Company, and the lands of these two companies were contiguous and near the line between the two towns. On June 20th the two towns entered into the following agreement: "Whereas a highway on said line between said towns from said main highway to the lands of the Central Vermont Rail- road opposite the lands of the sd Granite Company & near lands of the Electric Light Co. would fill & meet all the requirements of the two said companies for a highway, & whereas it is im- practicable because of the position of the land to lay out and maintain a highway on sd town line-sd towns in accordance with Sec. 3335 of Vermont Statutes, agree to lay out and main- tain a highway near sd town line in the town of Bethel running from the main highway to the lands of the C. V. R. R." Royalton agreed to pay $200 towards the road, and Bethel agreed to main- tain it for fifty years, if the Electric Co. or its successors or as- signs should need it for so long a time, and to save Royalton harmless from all claims for damages, costs, or expenses. The Electric Light & Power Co. agreed not to make any further request of Royalton for any highway for the same period of time.

There are several railroad crossings in Royalton, some of which are very dangerous. The C. V. R. R. Company petitioned the Railroad Commissioners of the State of Vermont in 1908 for an underpass near the residence of Patrick McGuinness. A hearing was held at Royalton, April 16, 1908, when commis- sioners John W. Redmond, Eli H. Porter, and S. Hollister Jackson, and the clerk, Rufus W. Spear were present. C. W. Witters appeared as attorney for the railroad, Tarbell & Whitham for Royalton, and E. R. Buck, State's Attorney for Windsor County and the State of Vermont was also present. The pe-

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tition was granted June 20, of that year. The railroad was ordered to build the underpass 495 feet north of the grade cross- ing. The dimensions, manner of construction, drainage, and grading of the road were specified. It was to be twelve feet high and twenty feet wide. The highway was to be three rods wide, the roadway twenty feet wide. The underpass was to be completed Nov. 15, 1908, to the satisfaction of the Board. Royal- ton was to pay 10%, the State 25%, and the Railroad 75% of the expense. The total cost was $5330.24, of which sum Royalton had to pay $533.02. The road was accepted, but the crossing is quite as dangerous as before, not from the risk of railroad ac- cidents, but because the turn is so abrupt that autos cannot be seen until close at hand.

The highway districts were abolished in 1892, when by legislative enactment road commissioners were to be elected by each town. The next year Selden S. Brooks was elected road commissioner for Royalton. A road machine had been purchased a year or two before. The highway bills for repairs now increased considerably, but the expense was offset in a measure by the money drawn from the State. The following year George Ellis was elected to the office of road commissioner, and held it by re-election until 1900, when C. C. Southworth was chosen. In 1899 the highway expenses were $2335.79. The increase in expense was due in large degree to the making of per- manent roads, small portions being made in different parts of the town each year. The succeeding commissioners have been Samuel L. Slack, 1902-05, John A. Button, 1905-07, C. C. South- worth, 1907-08, A. N. Merrill, 1908 -.

In 1907 the town voted to lay out $300 additional, and thus take advantage of the law passed in 1906 encouraging the build- ing of permanent state roads. There were built in 1908, 2491/2 rods of state road, at an expense of $1218.02. The entire bill for highways that year was $3915.83. There were received from the State $917.94.

There are about ninety-one miles of public highway in town, not counting pent roads. The roads are probably in better con- dition than they ever were before. The two main roads on either side of the river and the Chelsea road are much fre- quented by autos, and no more beautiful drives can be found anywhere, than in following the sinuous courses of the river and the two branches, with their green islands and tree- bordered banks, and letting the eye delight in the forest-crowned hills that feed these lovely streams. There is an auto station at South Royalton near the new iron bridge, and the hotels at either village welcome the weary and hungry traveler, and send him on his way with pleasant recollections of the beauti- ful, old historic town. 17

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By the establishment of turnpike companies towns were re- lieved from excessive taxation for the purpose of building roads, and from the care and responsibility of the main roads of the town. By a system of tolls it was expected that the traveling public would pay the expense of construction and maintenance, and bring to the companies a good return for the money in- vested. There is no doubt but that they did prove a blessing to the towns for a while, but it is a question if they proved very productive to the corporations. In some cases the turnpikes were not kept in proper repair, there was more or less quarreling over toll exactions, and the people came to realize after a time that they were really paying for the roads themselves, and they might as well have the oversight of them.

The year 1800 was a prolific one for the birth of turnpikes. It was now five years since the first suggestion of a turnpike, according to the Hon. E. P. Walton, came from Sherburn Hale of Rockingham, who petitioned the Assembly to have the exclu- sive right to build a road in Rockingham and receive toll for passengers like ferrymen.

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History of Royalton, Vermont, with family genealogies, 1769-1911, Part 29

Author: Lovejoy, Mary Evelyn Wood, 1847- Publication date: 1911 Publisher: Burlington, Vt., Free press printing company Number of Pages: 1280

Author: Lovejoy, Mary Evelyn Wood, 1847-
Publication date: 1911
Publisher: Burlington, Vt., Free press printing company
Number of Pages: 1280