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Medford (Massachusetts, United States) (search for this): chapter 19
The Estate of Mr. Elijah Smith      to the Proprietors of the Medford Turnpike.Dr. Toll for milk cart. Passing from June 22, 1839, to January 1, 1830.$5.19 By cash2.00 —— 3.19 1830, July 5, Recd. Payment for the Proprietors James Kidder. By this scrap of paper it appears that the toll levied for the daily passage of such vehicles was ten dollars per year, and that the rule of cash before carting or payment in advance, had not then been fully established. Whoever rides over the Mystic avenue of today, finds far better conditions, though there is still room for improvement. Several railroad schemes, upon and beside it, have been broached, but none have materialized. Meanwhile Medford is slowly expanding, and some day will see, instead of the tide-mill and pond and the later racetrack, buildings devoted to business use along both sides of the old Medford turnpike. When that shall be, those who use the old pike will miss the bleak prospect we had there in 1860. In c
Winter Hill (Massachusetts, United States) (search for this): chapter 19
m and High Streets were the outward country roads, what was later Ship Street being only local. With increasing business, the Medford turnpike road across the marsh to Charlestown had been built in 1803 to do away with the tedious haul over Winter Hill, and in 1804 the project of another and shorter route to Andover was agitated, resulting in the charter on June 15, 1805, of the Andover and Medford Turnpike. The corporators, according to the Brooks history, were Jonathan Porter, Joseph Hurders. The driver paid the toll. But five years earlier the same boy, returning from Boston by wagon, asked why a second toll? and received the reply, You didn't think I was going over that hill with this load, did you? The longer road over Winter Hill took horse power, and for a century and a half the travel had been that way. Possibly the opening of the canal in 1803 and the easy haulage of heavy-laden boats by only two horses thereon may have suggested and hastened the building of the tur
New England (United States) (search for this): chapter 19
a ragged sheet of paper legiwritten upon more than a century ago. It is one of several furnished us by the late Francis A. Wait, who wrote: You can put this in the Register if you fit. Mr. Blanchard's hotel was just south Cradock bridge. A portion of the house is Standing now on Main street. For a better understanding of it, a backward look is worth while. Medford in 1805 had but little more than eleven hundred inhabitants. The most direct route of travel from northern and eastern New England converged in its market place and passed over the river toward Boston. Ship-building had just been established on the river; the Middlesex Canal, only completed two years before, was in operation; the cracker bakery just started on its successful career; and business enough to require a clerk of the market in 1801. There were several taverns for accommodation of travellers, and the product of several distil-houses had acquired a more than local reputation. Tradition has it Th
Spot Pond (Massachusetts, United States) (search for this): chapter 19
cidentally we notice that the initial charge is written To 4 Bo—then a t crossed several times—wls. The English money reckoning was still in vogue, as it was somewhat within our remembrance. Two and thrippence was the charge for the eats at Blanchard's, morning, noon and night alike. Probably December 2 was a cold morning, but the four directors that had breakfast were fortified (or thought they were), by the modest allowance of one pint of bitters, ere they set out on the rocky road by Spot Pond. But they came back with reinforcements, for nine sat down to dinner, and, strange to say, only four bowls of toddy. As Blanchard had Entertainment for Man and Beast the charge of one and six for Horss completed the charge for that day, each day's charge being separated by a line drawn across the unruled page. The next charge is interesting; two horses did the eating and (presumably two) men the drinking, the particular vanity of one being a mug of flip, probably smaller than the t
Union Hall (Mississippi, United States) (search for this): chapter 19
snake-root and clove-water. While authentic history places Andrew Hall's beginning of the rum making in 1735, it also credits this same Hezekiah Blanchard with a similar plant a little farther away behind Dead Man's alley, otherwise River street. Certain it is, that the latter was engaged both in tavernkeeping and distilling in 1796, as appears in his advertisement in the Columbian Centinel of September 3. It stated that in the old house which he had enlarged and given the name of Union Hall, there was every convenience to promote festivity and happiness; the house is furnished with the best of Wine, Porter and other Liquors, and every kind of refreshment called for can be supplied, . . . and those who are fond of an afternoon's excursion for amusement and exercise can be accommodated. . . . the distance from Boston not so long as to occasion fatigue, and long enough to promote exercise. The advertisement informed the public that its humble servant also made the best o
Lynn (Massachusetts, United States) (search for this): chapter 19
his and Increase Nowell's leases the lessee was to pay £ 3 per year in wheat and barley at 4s per bushel, delivered at Medeford House twice each year; the first payment to be in 1648. The lease was for fifteen years and the property was in Lynn. Mr. Mann said A strange thing about this interesting document is that it should have led to such drastic proceedings, when one considers the fact that the immediate parties were all dead. Joseph Hills had done absolutely nothing for whichdward Collins, who was an early settler of Cambridge and a most useful man in that community and in Medford. Henry Dunster, whose estate they represented, was dead. Deputy Governor, John Humphry, the owner. . . incidentally of Wind-Mill Hill [in Lynn where the leased property was] was also dead; Rev. Jose Glover, the man whose loan of So pounds to John Humphry, led to all the trouble, was so long dead that his name scarcely finds a place in the proceeding. Another interesting thing in this
Nathan Parker (search for this): chapter 19
gh Streets were the outward country roads, what was later Ship Street being only local. With increasing business, the Medford turnpike road across the marsh to Charlestown had been built in 1803 to do away with the tedious haul over Winter Hill, and in 1804 the project of another and shorter route to Andover was agitated, resulting in the charter on June 15, 1805, of the Andover and Medford Turnpike. The corporators, according to the Brooks history, were Jonathan Porter, Joseph Hurd, Nathan Parker, Oliver Holden and Fitch Hall. The meager account we have of its construction and history shows it in marked contrast to the other. The former, with everything of material to be carted onto and sinking into the salt-marsh, continually needing repair, was maintained as a toll road till 1867. This latter (shortening the distance three miles and opening new territory for improvement in Medford), with plenty of the best material at hand for building and repair, was never a profitable inv
Charles Edward Mann (search for this): chapter 19
no walking out from Boston for exercise. Jonathan Porter would look with delight upon the elm arched vista of Forest street, and turning about find his old home, the only thing of that day remaining, changed somewhat, but still recognizable. Col. Fitch Hall could find the old mansions a little way up High street. Both did well in projecting and building the Andover Turnpike, one hundred and fourteen years ago. An older scrap. At the May meeting of the Historical Society, President Charles E. Mann of the Malden society read an interesting paper with the now world famous caption. The scrap of paper in that case we reproduce in this issue. The Edward Collins named therein was Medford's first land speculator—who purchased the Cradock farm. It is significant that the dwelling was styled Medeford House. Henry Dunster (first president of Harvard College) also mentioned therein and associated with Collins—owned the land and dwelling on the opposite side of the river (now Arlin
Nowell (search for this): chapter 19
world famous caption. The scrap of paper in that case we reproduce in this issue. The Edward Collins named therein was Medford's first land speculator—who purchased the Cradock farm. It is significant that the dwelling was styled Medeford House. Henry Dunster (first president of Harvard College) also mentioned therein and associated with Collins—owned the land and dwelling on the opposite side of the river (now Arlington） See Register, Vol. XIII., p. 9. and in one of his and Increase Nowell's leases the lessee was to pay £ 3 per year in wheat and barley at 4s per bushel, delivered at Medeford House twice each year; the first payment to be in 1648. The lease was for fifteen years and the property was in Lynn. Mr. Mann said A strange thing about this interesting document is that it should have led to such drastic proceedings, when one considers the fact that the immediate parties were all dead. Joseph Hills had done absolutely nothing for which he deserved arrest,
Francis A. Wait (search for this): chapter 19
nd something relating to Medford, suggested by a ragged sheet of paper legiwritten upon more than a century ago. It is one of several furnished us by the late Francis A. Wait, who wrote: You can put this in the Register if you fit. Mr. Blanchard's hotel was just south Cradock bridge. A portion of the house is Standing now on M. On the level road. More modern, but still almost ninety years old is another scrap, a souvenir of the Medford turnpike. This relic was also furnished by Mr. Wait, antedating his own service. In Vol. XIV. p. 4, (Register) may be found Mr. Wait's account of Medford Milkmen, and his own experience on the Smith milkcart.Mr. Wait's account of Medford Milkmen, and his own experience on the Smith milkcart. The milkcarts of 1829, were later known as milkwagons, and those built at the upper end of the turnpike had an enviable reputation for durability. Their makers have kept abreast of the times, and their products, both horse drawn and motor driven, are in marked contrast to those that passed the old toll gate in 1829.
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