t only for the local teams, but for the much greater volume of traffic and the stages from northern Middlesex and New Hampshire.
So this new, shorter, and level route was apparently a feasible, practical and desirable investment.
Steam travel was then thirty years in the future, electric power unheard of, and the automobile undreamed of.
There were no serious engineering problems to cope with.
It crossed but two water-courses, Two-penny and Winter brooks, both insignificant, though Captain Adams was very early inquiring about their culvits, the sluices the charter required.
More expensive to build and maintain was the bridge by which it crossed the Middlesex canal near its terminal in Charlestown.
Only at one other point were they two close neighbors —where they crossed the town line.
The canal, only the previous year, had used about all the available space in the base of the ledgy hill for its course, and the turnpike company had to build a river wall for some distance to
later improved as a mill privilege by the owners (or their assigns) of the marsh land through which it passed.
One Captain Adams evidently saw possibilities as shown by the proprietor's record of August 23, 1804:
Voted, That the request of CaCaptain Adams respecting the Culvits be referred to the Committee to report their opinion at the next meeting.
Also of Friday, October 12, 1804:
Voted, That the Standing Committee be authorized to make a contract with Captain Nathan Adams respCaptain Nathan Adams respecting the flow of water at the Culvits.
These culvits were the stone bridges built to carry the causey or turnpike road over Two-penny and Winter brooks.
Both had their source in Somerville, and flowed through the southern corner of Medford inin a lighter can come up,
See register, Vol.
XVI, p. 77. once belonging to Isaac Royall.
It does not appear that Captain Adams developed any water power from Two-penny brook; it was more likely that his action was in the interest of his brick y