Celestial Seasonings – August 2019

By Heather Durham | July 31, 2019

Fiftieth Anniversary of Apollo 11 – Just Past

For the first time in human history, man landed on the moon on Sunday, July 20, 1969. Michael Collins remained in moon orbit with the command module, while two others descended to the surface in the lunar module. Edwin E. “Buzz” Aldrin served as the lunar module pilot of Apollo 11.

Apollo 11 launched from the Kennedy Space Center at 9:32 am on July 16, 1969.

It took 2 years to locate the appropriate location for landing. Neil Armstrong was the first to set foot on the lunar surface, followed 19 minutes later by Aldrin.

These men located and brought back to Earth, 47.5 pounds of lunar material. The astronauts returned on July 24, 1969, after spending 8 days in space.

There were and are many celebrations for this 50th anniversary. This past January, the U.S. Mint released a 50th anniversary coin.

August 1 – New Moon

The new moon begins a two-week waxing (or increasing) phase that culminates in the full moon. Once visible, this would be a superb time to view other celestial events because the waxing crescent is visible in the evening sky.

August 8 – Venus at Perihelion

During which Venus is at its closest approach to the sun, a distance is 107,477,000 km. (66,783,111 miles).

August 9 – Mercury at Greatest Western Elongation

Mercury reaches elongation at 18.3 degrees from the sun. It might be viewed at dawn depending upon the weather conditions at that time.

August 12, 13 – Perseid Meteor Shower

The Perseid Meteor showers come from a debris stream that surrounds the 133-year orbit of the Swift-Tuttle comet. Beginning in 1865, a young filament from the stream gives a mini peak display before the maximum shower occurred. At peak, meteor rates may reach 60 or more per hour.

These particles slam into Earth’s atmosphere so fast that it doesn’t take a large particle to put on quite a fantastic show. Actually the meteors are no bigger than a grain of sand or a pea. The show is produced by the kinetic energy that changes to heat caused by friction in the upper atmosphere,

Although these may not be that prolific this August due to the full moon, there should be 10-15 meteors per hour … a substantially lesser amount that in other years like 2016.

This month’s shower should be at its strongest right after the comet passes along the portion of its orbit that meets the Earth’s orbit as well as after it passes near the sun.

August 14 – Venus at Superior Solar Conjunction

While not visible with the Sun in the sky, Venus may be seen passing through the evening sky.

August 15 – Full Moon

August 30 – New Moon

Having two new moons in the same calendar month happens only once in every two to three years. (New moons are not lit, so there is nothing lunar to see).


References:

Lewin, Sarah. (2019, January 8). Perseid Meteor Shower 2019: When, Where & How to See It. Retrieved from www.space.com/32868-perseid-meteor-shower-guide.html

Powell, Martin J. (2019). Mercury. Retrieved from www.nakedeyeplanets.com

Sky & Telescope. (2019). Meteor Showers. Retrieved from www.skyandtelescope.com

Wikipedia. (2019, July 30). Apollo 11. Retrieved from en.wikipedia.org/wiki/Apollo_11

Wikipedia. (2019, July 27). Moon. Retrieved from en.wikipedia.org/wiki/Moon

Wikipedia. (2019, March 11). Perseids. Retrieved from en.wikipedia.org/wiki/Perseids

 

Railing About Rail

By Ian Aikens | July 31, 2019

The last public hearing I attended in the legislative session in Concord that ended on June 30, 2019 was anything but encouraging. It was regarding SB241, which would authorize funding for the “project development phase” of the capital rail project and extend commuter rail from Boston to either Nashua, Manchester, or Concord (or all 3 cities). For hours I listened to one proponent after another urge the committee members to approve the bill, and I ended up being the sole member of the public to speak in opposition to the bill.

One proponent called it a “no brainer” since 80% of the funding would come from the federal government. Just how a government that is $22,000,000,000,000 (and counting) in the hole has “free” money to dispense was never clarified to the committee members. One committee member asked one of the proponents if inserting the project into the 2019-2028 Ten Year Transportation Improvement Plan (a big black hole) meant that the remaining 20% needed would already be funded. In other words, the money’s already there, so why not spend it? Indeed, placing a costly project in a big black hole with little visibility for the taxpaying public would be great for special interest groups, and that’s how government boondoggles are born. Many of the speakers touted how rail would create jobs and revitalize towns, cut down on traffic congestion, increase business at Manchester Airport, improve the environment, bring tourists to New Hampshire, and keep the young from leaving the state. The only benefit I didn’t hear mentioned was that it would spur the return of the Messiah.

Now let’s take a quick look at the history of rail in this country. It served a practical purpose as the country was developing and spreading across the continent transitioning from horse and buggy and water transportation, but once automobiles and air travel become affordable to the masses, rail transport became outmoded and impractical. Passenger rail was always used more by the elite, and ridership peaked around 1920 and never recovered. Despite the rosy claims of its proponents, virtually every rail project in the country features overestimates of ridership, underestimates of the building costs involved, constant and ongoing taxpayer subsidies, deferred maintenance with incredible backlogs—and a band of highly paid consultants served well by the perpetuation of the myths of rail. Outside of a very densely populated city like New York, and possibly Chicago and San Francisco, rail transit in this day and age is not economically feasible. Planes are faster and less expensive for long distances, and cars and buses are more convenient and less expensive for short distances. A few examples of the dismal record of rail projects from around the country: 1) Nashville’s Music City Star, which began operating in 2006, was requiring a taxpayer subsidy of $28 per ride by 2016; 2) Orlando, Florida’s SunRail, a 32-mile commuter rail line, opened in 2014 to such low ridership that by 2016 the government agency running the line admitted that the fare revenues weren’t enough to even cover the costs of operating and maintaining the ticket machines used to sell tickets to riders; 3) Salt Lake City opened up a commute line north to Ogden in 2008 and another line south to Provo in 2012. Through 2015, the Utah Transit Authority had already spent $2 billion on capital improvements and maintenance of rail lines that carried only 8,330 roundtrips per weekday. That’s a cost of $1,000 per resident, and the actual fares collected covered only 18% of the total transit costs. At losses of $35 million per year, it would actually have been cheaper for the taxpayers to buy every daily roundtrip rider a new Toyota Prius every two years.

Rail doesn’t fare much better when you look elsewhere in the world. France’s first high-speed rail train, which ran from Paris to Lyon, did earn enough operating profits to repay its construction costs by 1992, but later lines built all lost money, and by 2013 the country’s rail program had accumulated debts of over $50 billion. While most people are aware of Japan’s “bullet train,” did you know that the Tokyo-Osaka rail corridor is the only line that has ever been profitable in Japan? The reason for this rare rail success story is because the corridor is extremely high density (about 50 million people) and automobile ownership is low. As the government built new rail lines in lower-density corridors where car ownership was higher, those rail lines were all big money losers for the taxpayers.

Closer to home, the Downeaster provides good historical data to see how rail has worked out locally. The Downeaster, which has been running ten trains daily between Boston and Maine since 2001, makes stops in Exeter, Durham, and Dover. The first thing rail proponents always tout is that rail creates jobs and spurs economic development. A study looking at job growth paired similar cities, as far as access to infrastructure, to see how they fared since the Downeaster started running. Epping was paired with Exeter and Dover with Rochester. After 12 years, the results showed that Exeter had lost 300 jobs, Durham’s total number of jobs was virtually unchanged, and Dover had added just over 1,000 new jobs. The study’s conclusion that having a rail stop in Exeter did nothing to stop the job loss there pointed more to general economic conditions in the area and the nature of local economies (more manufacturing-oriented or service-oriented). The study found that Dover’s impressive job growth had more to do with being a large service center than trains having a stop there because Epping and Concord also saw greater job growth over the same period, and neither city had passenger rail service. The study concurred with what the director of Harvard’s Rappaport Institute had to say in the summary of a study of the MBTA commuter rail system: “The history of commuter rail in Massachusetts suggests that while commuter rail can be helpful, it generally has not revitalized communities or reduced sprawl.”

So, if government is going to be involved in the transportation business, wouldn’t it make more sense to put those tax dollars to better use? And, if the goal is to get more folks to their destinations faster and cheaper, buses are a much better bang for our bucks. The express buses that run along the I-93 corridor move 550,000 people per year for $750,000. Compare that to the Downeaster, which, mind you, is considered a “successful” rail project, and moves 530,000 riders per year for a government subsidy of $8.4 million. Furthermore, with bus lines, changes in employment and development patterns can be adapted to much quicker and economically by adding or subtracting bus lines as needed (or not). The same flexibility will never be there with rail transit.

Looking to the future, rail makes even less sense with the imminent arrival of driverless cars. The new technology will allow elderly and disabled folks to get around so much easier. While this might add to congested highways, the new technology will be able to handle the additional traffic safer and more efficiently due to the reduction of human error. Furthermore, cars are getting cleaner and more environmentally-friendly every year, so we should applaud technology that makes life easier for more folks. Clearly driverless technology will mean even less people will choose to use rail transit.

One would think with the well-publicized rail disaster in California that was supposed to link San Francisco and Los Angeles in two hours that has wasted billions of taxpayer dollars and will never be finished, that should have quelled any enthusiasm for such a project in New Hampshire. But no, I heard at least one rail advocate at the SB241 hearing mention a possible future high-speed rail line between Montreal and Boston as a goal to strive for. With estimated subsidies of $10 per rider to maintain rail service from Boston to Manchester and $60 per rider from Boston to Concord—a price tag of $5.5 million per year—why would anyone think a Montreal to Boston project would turn out any better than the California debacle? I caution readers to consider the words of Willie Brown, the former Speaker of the California State Assembly and former Mayor of San Francisco (a politician I never cared for, but one who occasionally would cut loose with an unusually frank statement of political reality): “News that the Transbay Terminal is something like $300 million over budget should not come as a shock to anyone. We always knew the initial estimate was way under the real cost. Just like we never had a real cost for the Central Subway or the Bay Bridge or any other massive construction project. So get off it. In the world of civic projects, the first budget is really just a down payment. If people knew the real cost from the start, nothing would ever be approved. The idea is to get going. Start digging a hole and make it so big, there’s no alternative to coming up with the money to fill it in.”

Finally, to end on a positive note, even though SB241 became law on June 6 without the governor’s signature and millions of “free” taxpayer dollars will be spent to study the feasibility of the capital rail project, at least all three of Milton’s state legislators (Abigail Rooney, Peter Hayward, and Jeb Bradley) voted NAY on the upcoming boondoggle. A small glimmer of hope for fiscal sanity!

References:

LegiScan. (2019). NH Legislation | 2019 | Regular Session. Retrieved from legiscan.com/NH/rollcall/SB241/id/805575

O’Toole, Randal. (2018, October). Romance of the Rails: Why the Passenger Trains We Love Are Not the Transportation We Need. Retrieved from www.cato.org/events/romance-rails-why-passenger-trains-we-love-are-not-transportation-we-need

Eliott-Trafficante, Josh. (2015, May). Does Commuter Rail Create Jobs? Retrieved from jbartlett.org/wp-content/uploads/2015/05/Does-Commuter-Rail-Create-Jobs

San Francisco Chronicle column, July 28, 2013

Milton and the Immigrants – 1910

By Muriel Bristol | July 28, 2019

In perusing the Thirteenth (1910) Federal Census schedules for Milton, as I am wont to do, I came across a rather unusual enumeration from a leather-board factory in South Milton.

The census enumerator, Bard B. Plummer, visited the site on April 23, 1910. He passed from the household of “Henery” B. Hayes, a farmer (home farm), aged fifty-six years (b. NH), to that of the mill superintendent. (Recorded on Page 3 of 32 Milton pages).

William A. Dickson, a leather-board mill superintendent, aged thirty-five years (b. MA), headed a Milton [“Milton-Town”] household at the time of the Thirteenth (1910) Federal Census. His household included his wife (of sixteen years), Hattie Dickson, aged thirty-four years (b. MA); his children, Marion I. Dickson, aged fourteen years (b. MA), Hazel M. Dickson, aged five years (b. NH), and Carolyn P. Dickson, aged two years (b. NH); and his in-laws William V. Newell, aged sixty-six years (b. MA), and Lucy H. Newell, aged sixty-six years (b. MA). The Newells had been married forty-six years, during which time she had been the mother of five children, of whom four were still living.

So far so good. Mr. Plummer passed next to a sort of worker’s hotel, dormitory, or barracks. Some forty leather-board mill laborers “boarded” there. They were all recorded as Alien immigrants, i.e., they were not yet Naturalized citizens. None of them spoke English. He gave their non-Yankee names a serious mangling.

[Ed. note: Recording the citizenship status of alien immigrants in the census was neither new nor unusual].

Plummer enumerated first the head of household, Thomas Peatri, aged thirty-four years (b. Greece). He had been longest in the U.S., having arrived in 1900. Under the CITIZENSHIP column, he was classed still as an Alien, i.e., not yet Naturalized. One supposes he had acquired in ten years some English and knew our little ways, and that was why he was taken to be “Head.” The others were all “Boarders.”

Next came nine other Greeks, also Aliens who had arrived between 1906 and 1909. Their names were mangled as Alec Porpas, aged twenty years (b. Greece), Uperslatey Kenaser, aged thirty years (b. Greece), John Punplato, aged thirty-eight years (b. Greece), Alcano Yunjar, aged nineteen years (b. Greece), George Stocklin, aged thirty-seven years (b. Greece), Spenta Chacton, aged eighteen years (b. Greece), John Delussule, aged forty years (b. Greece), Apostola Dumas, aged twenty-four years (b. Greece), and James Prapleton, aged twenty-six years (b. Greece).

Plummer hit a brick wall when he recorded the next twenty-six leather-board mill workers. Where he should have continued with the “NAME of each person whose place of abode on April 15, 1910, was in this family,” he instead wrote down their distinguishing numbers, #1 through #26, as issued them by the mill, and the explanation:

Impossible to get any thing from them more [-illegible-] for their names or any thing else.

They were all recorded as Aliens, who had immigrated between 1908 and 1910. A different and presumably later hand, perhaps that of Plummer’s census supervisor, noted that

These Greeks could not be enumerated better as they are only known as numbers in the factory and are going and coming every few days.

Finally Plummer enumerated four Italian workers who had names, although he recorded mangled versions of them: Antonio Dumnrio, aged twenty-five years (b. Italy), Giuseppe Palmapo, aged twenty-one years (b. Italy), Sauda Oamfans, aged eight years (b. Italy), and Aemelio De Bartolemo, aged twenty-two years (b. Italy). They too were all recorded as Aliens, who had immigrated between 1906 and 1908.

Previously, we have seen these Greek mill laborers – or some others using their numbers – when they aided the victim of Milton’s Murderous Lover – 1907. (The newspapers gave different versions of her French Canadian name in nearly every article).

We should note in closing that one of New Hampshire’s early settlers was “John Ammisoone the Greek,” who was at Great Island [now New Castle], NH, as early as 1659. God only knows his true name. His many descendants go by the name Amazeen.


My mother Thetis tells me that there are two ways in which I may meet my end. If I stay here and fight, I will not return alive but my name will live forever: whereas if I go home my name will die, but it will be long ere death shall take me. – Homer, the Illiad


References:

Noyes, Sybil, Libby, Charles T., and Davis, Walter G. (1991). Genealogical Dictionary of Maine and New Hampshire. Baltimore, MD: Genealogical Publishing Company

Milton in the News – 1909

By Muriel Bristol (Transcriber) | July 25, 2019

In this rather full year, we encounter an offer of Porter ice fresh from the pond, a Federal income tax proposed, a poverty ball, a fire at the Salmon River Paper mill, Ralph Farnham freshly remembered, a shoe magnate’s will proved, a power-boat injury, the Milton Shoe company resuming work, lady sales agents wanted, a realtor’s advertisement, a Boston Ice company conflagration, shoe stitchers wanted, a Women’s Relief Corps inspection, a backstabbing on a state highway road-gang, penstock boilermakers wanted, and a beer arrest (with that name confusion again).

This was also the year of Milton and the Eastern Route – 1909.


Milton ice merchant John O. Porter offered a discount price for ice taken directly from the pond.

ICE. BEST QUALITY, now loading from water; price right; large or small contracts. JOHN O. PORTER, Milton, N.H. (Boston Globe, February 22, 1909).

This option would save him the storage costs, which his client would then take upon himself, thus allowing Porter to sell his ice with the “price right.”


At the national level, Democrat U.S. Senators decided in this year to put forward a constitutional amendment that would authorize Federal income taxation.

DEMOCRATS’ TARIFF VIEWS. Want the Income Tax and Reduction on the Necessaries of Life. Washington, April 15. – For more than four hours the Democratic members of the senate conferred in an effort to agree upon a policy toward tariff legislation. At the end of that time it was announced that they had decided to support an income tax amendment and would present a solid front against any Republican opposition to an income tax for raising revenue. The conference also went on record favoring a general reduction on tariff schedules, particularly those relating to the necessaries of life (Portsmouth Herald, April 15, 1909).

Ironically,  their announcement came on April 15. It was proposed originally to “touch” only a handful of millionaires. We all know how that has “progressed” over time.


A Poverty Ball was a low-cost social event to which attendees were expected to wear their old clothes. Such costume balls were common from the 1890s through the 1930s. (“Terpsichorean” means dancing).

Odd Items from Everywhere. At a poverty ball given by the Terpsichorean club of Milton, N.H., the dancers were obliged to copy the order on plain baggage tags from a poster on the wall. All the refreshments the tired couples got during the intermission was cold water and ice cream. The ice cream was served on paper plates, and there was but one plate to a couple (Boston Globe, June 5, 1909).

The most ragged couple at a poverty ball might win a prize. People dressed too well might be fined. In this case, other frills have been omitted too. There were no dance cards: attendees are using baggage tags. (Might it have been held at the train station?) Refreshments were minimal and served on paper plates.

THE COUNTRY DANCE. The dance held at country homes, or the small summer or winter resort begins at an earlier hour than the dance in the city, and is more informal. In summer men often wear flannels and girls simple little evening dresses. The whole affair, including supper, is laid along simple lines, although, of course, in the matter of invitations, as well as the principles of etiquette, a dance in one place is the same as a dance in another. Special features, and, consequently, greater fun, are more possible at the country dance than at the formal city affair. The barn dance, the masquerade, a “Poverty Ball” where even the family dog questions ragged but picturesque costumes, the Mother Goose party, Calico Ball – all these are possible to the country hostess and may be entirely impromptu. Refreshments should be correspondingly simple (Lutes, 1923).


William S. Lowe was born in Missouri, circa 1855. He married in St. Luke’s Church in Denison, TX, August 6, 1878, Margaret E. “Maggie” Hughes. They lived in Texas, as late as 1880, Missouri, circa 1882-83, Ohio, circa 1884-85, and Lima, Missouri, in 1900.

William S. Lowe was president of the Salmon River Paper Company, in Milton, NH, from about 1905. He took up a paper mill described (in 1909) as having been established “about thirty years” before. (The Milton Manufacturing Co. appeared as a paper manufacturer in the Milton business directories of 1887, 1889, 1892, 1894; the Strafford Paper Co. so appeared in 1898; C.D. Brown & Co. in 1901; and the United Box Board and Paper Co. in 1904 (where our sequence currently ends)).

SALMON RIVER PAPER CO. (W.S. Lowe, Pres. and Treas.; M.H. Lowe, Vice Pres.; C.L. Lowe, Sec.) S.P., at mill. Two 800-lb., two 1200-lb., and one 2800-lb. Beating and three Jordan engines; one Four Cylinder and forty-seven Dryers. Water and Steam. Widest trimmed sheet, 75 inches. 48,000 lbs., 24 hours. High Grade Patent Whites and Colors, Single and Double Lined Manilas for Lithographic Work and Clay Coating; also Paraffined, Waxed and Waterproof Boards (Vance, 1908).

Note that the Salmon River Paper Company’s Vice President was Lowe’s wife, Maggie Hughes Lowe, and its Secretary was his middle daughter, Clara Louise Hughes.

W.S. Lowe was one of many manufacturers that lobbied a Congressional committee for a removal or reduction of wood tariffs in November 1908.

MILTON, N.H., November 16, 1908.

COMMITTEE on WOOD PULP IMPORTERS, New York.

GENTLEMEN: Regarding the tariff on mechanical and chemical wood pulp, this company is very much opposed to any increase of the duty; it would work an unnecessary hardship on consumers. We are paying now $42 for unbleached sulphite, the highest price I can remember. The duty on mechanical pulp should be taken off entirely. The price of this commodity is not regulated by duty but entirely by the water supply, and the ability of the grinders to operate. A drought creates high prices; plenty of water power, low prices. It is a low-priced product normally and the high freight rates from Canada and elsewhere makes a sufficiently high natural duty to always give domestic pulp an advantage of from $2 to $4 per ton. Yours truly, W.S. LOWE, Treasurer (U.S. House, 1908).

Fire destroyed the Salmon River Paper company on the night of Friday, June 10, 1910.

PAPER MILLS BURN. Salmon River Plant Loss Will Be $100,000. Fire at Milton, N.H., Due to Boiler Room Chimney. ROCHESTER, N.H., June 10 – One hundred employes were thrown out of employment and a property loss of $100,000 was caused by the destruction by fire of the Salmon River paper mills in the town of Milton, eight miles from this place, tonight. The blaze is supposed to have started about the chimney in the boiler room of the factory, which was a two-story wooden building. A heavy rain had wet the roofs of adjoining buildings and saved them from catching. W.S. Lowe of Portsmouth was the proprietor of the plant. The business was the manufacture of paper novelties. Mr. Lowe had partial insurance on the property (Boston Globe, June 11, 1909).

Fire Destroys Paper Mills. Milton, N.H., June 11. – One hundred hands were thrown out of employment and a property loss of $100,000 was caused by the destruction by fire of the Salmon River paper mills The blaze is supposed to have started in the boiler room {Portsmouth Herald, June 11, 1909).

MIGHT BUILD IN PORTSMOUTH. If the Water Power Supply Was Right for His Needs. W.S. Lowe, proprietor of the Salmon River Paper company’s plant at Milton, stated to a Herald reporter this morning that [it] is doubtful if he rebuilt his plant there. Said he: “I wish Portsmouth had water power near at hand. I should like to build my mill here as I would have a good labor market which is a question at Milton.” The fire started in the oil and waste house. The plant which was burned at Milton on Thursday night, was built about thirty years ago, and had been several times repaired. The equipment, however, was up to date, the paper machine having been installed six years ago at a cost of over $40,000. There were six beater engines and jordans in the mill. The power was mostly water, but there were two engines, one about 200-horse power, the other of half the size. The large one ran the paper machine, the small one helped in times of low water. About forty men were employed in two shifts, fifteen on the night shift, the others by day, with a pay roll of 500 to $800 per week (Portsmouth Herald, June 12, 1909).

W.S. Lowe did not rebuild. He returned instead to Missouri before year’s end. William S. Lowe, a paper manufacturer, aged fifty-five years (b. MO), headed a Kansas City, MO, household at the time of the Thirteenth (1910) Federal Census. His household included his wife (of thirty-two years), Margaret Lowe, aged fifty-one years (b. Canada (Eng.)), his children, Clara Louisa Lowe, aged twenty-eight years (b. MO), and Edna Lowe, aged twenty-six years (b. OH). Margaret Lowe was the mother of three children, of whom three were still living. They resided in a rented house at 2615 Forest Street.

MEANS A NEW MILL. Clash is Averted Between Two Big Companies. Great Falls and Spauldings Settle Water Privileges. MILTON. N.H., Aug. 9. – The threatened legal clash between the Great Falls manufacturing company of Somersworth and the J. Spaulding & Sons Co. of North Rochester, over the water privilege at the old flume, just below where the mill of the Salmon river paper company was burned last May [June], has been averted by the leasing of the water privilege by the Spauldings from their upper mill to the site of the burned mill. As a result the Great Falls company this morning called off its crew that was set at work last month to build a dam for a proposed electric power station. On this site the Spauldings will erect a leather board mill that will employ 500 hands. They are also negotiating for the water privileges held by the United boxboard and paper company under a lease from the Great Falls manufacturing company that runs until 1923. These rights include the site of the burned paper mill. As the paper company has no further use for the privilege it is understood that it will shortly sublet it to the Spaulding company. This will mean another mill for Milton. The Great Falls company owns the entire water privileges of the river from its mills at Somersworth to the Milton ponds (Boston Globe, August 10, 1909).


A Milton revolutionary soldier, Ralph Farnum – who had been the last living veteran of the Battle of Bunker Hill – was freshly remembered in a queries column of the Boston Globe, as he had been in articles printed during his final Boston visit in 1860, in which he had an audience with the King of England.

Last Survivor of Bunker Hill. To the Editor of the People’s Column – In answer to your request in the Globe of June 22, the last survivor of the battle of Bunker Hill was Ralph Varnum. A number of people of Milton, N.H., saw him take the team at that time, and one of them was named Samuel T.W. Duntlly. Ralph Varnum is buried in Acton, Me., and Eli Wentworth post 80 [89], G.A.R. places a flag on his grave every year. Milton, N.H. George I. Jordan (Boston Globe, June 29, 1909).

Farnum “took the team” in the sense that he served in the revolutionaries’ baggage train.


Then shall our names, Familiar in [their] mouths as household words, … Be in their flowing cups freshly remember’d. – Shakespeare, Henry V, Act IV, Scene III


Publication of probate information, even that of ordinary decedents, was a commonplace in newspapers of the past. In this case, the legatee in question was N.B. Thayer, founder of the N.B. Thayer & Co. shoe firm, which had a factory at Milton.

Noah Blanchard Thayer was born in Weymouth, MA, January 6, 1830 son of Nicholas and Thais (Shaw) Thayer. He married Lucy M. Newcomb. She was born in Randolph, MA, August 2, 1833, daughter of Samuel and Lucy L. (Blanchard) Newcomb. She died in 1895.

N.B. Thayer & Co. shoe manufacturers appeared in the Milton business directories of 1892, 1894, 1898, and 1904 (where our sequence currently ends).

Noah B. Thayer was one of six men who stood as sureties for the Weymouth tax collector’s $30,000 bond in March 1893. That tax collector paid off his mortgage, put all his property in his wife’s name, and skipped town with the remaining tax money. A “Bad Check Was Left Behind as Souvenir” (Boston Globe, December 5, 1894).

Noah B. Thayer, a shoe mfr., aged seventy years (b. MA), headed a Weymouth, MA, household at the time of the Twelfth (1900) Federal Census. His household included his daughter, Carrie McBride, a widow, aged thirty years (b. MA), his grandchildren, Edwin T. McBride, at school, aged six years (b. MA), and Margarie McBride, aged four years (b. MA), and his servant, Julia Keefe, a servant, aged twenty-four years (b. MA).

N.B. Thayer & Co., Inc., had “big” shoe factories at East Rochester and Milton, N.H., which were said to be “among the busiest in the country” in 1908 (Boot & Shoe Recorder, 1908). He died in Weymouth, MA, June 29, 1909.

WILL OF NOAH B. THAYER. Weymouth Man Leaves Bequests of $3000 for Son and Daughter. DEDHAM. July 10 – The will of the late Noah B. Thayer of Weymouth has been filed with the Norfolk registry of probate. The will was drawn April 27, 1906, and an accompanying codicil was drawn Sept 6, 1906. By the will $3000 is left to one son, Frank H. Thayer. To one daughter, Carrie M. McBride, is left $3000, and all the household goods and furniture. The remainder of the property is left to the children, Frank H. and Elmer F. Thayer and Carrie M. McBrlde. Frank H. Thayer is suggested for executor (Boston Globe, July 10, 1909).


Power-boats would have been a relatively recent development on the Three Ponds. It would seem that the injury was received inside the boat.

Boy Hurt in Power Boat. MILTON, N.H., Aug. 9 – While going from Northeast pond to Milton station early this morning Chester Batchelder, aged 12, of Lynn, caught his leg under the propeller shaft of the power boat and had the flesh badly torn and the bones broken. He was taken to the Lynn hospital (Boston Globe, August 10, 1909).

Ralph C. Bachelor, a shoe shop foreman, aged forty-two years (b. MA), headed a Lynn, MA, household at the time of the Thirteenth (1910) Federal Census. His household included his (second) wife (of eleven years), Bertha J. Bachelor, aged thirty-nine years (b. MA), and his children, Chester F. Bachelor, aged sixteen years (b. MA), and Everett B. Bachelor, aged fourteen years (b. MA). They resided at 20 Rand Street, which home they owned free-and-clear.


The Milton Shoe Co. appeared in Milton business directories of 1901, but not in that of 1904 (where our sequence currently ends). Here they are resuming production after a long hiatus.

HAD LONG BEEN IDLE. Factory of the Milton, N.H., Shoe Company Resumes Operations. MILTON, N.H., Aug. 13 – The large factory of the Milton shoe company, which has long been idle, has resumed operations. About 400 persons are employed (Boston Globe, August 13, 1909).

MALE HELP WANTED. WANTED – Two first-class vampers; steady work and extra good pay. Apply to MILTON SHOE CO., Milton, N.H. (Boston Globe, September 13, 1909).

Charles C. Keene may have been superintendent at the factory at this time. (He resigned from that position in August 1912 (Boot & Shoe Recorder, 1912)). The Milton Shoe Company, of Milton, N.H., manufacturers of children’s shoes, reportedly went into receivership in 1915.


The Warranty Shoe Manufacturing Company, at Milton Mills, sought lady shoe sales agents. These advertisements appeared in newspapers published in Norwich, CT, Boston, MA, and Barre, Burlington, Montpelier, and Rutland, VT.

WANTED. LADY AGENTS wanted. Hustlers earn $15 to $18 per week. Write us. Warranty Shoe Mfg. Co., Milton Mills, N.H. (Burlington Free Press, August 18, 1909).


A Milton realtor sought to sell property of all sorts, including even livestock, anywhere in New Hampshire. Apparently, it was to be done by mail.

THE REAL ESTATE MARKET. If you have a Store, Farm, Timber Lot or Live Stock anywhere in N.H., for sale, address Box 75, Milton, N.H. (Boston Globe, October 3, 1909).


Sparks from a passing B&M railroad locomotive caused a serious fire at the Boston Ice Company during the evening of Saturday, October 9.

Here we learn that the Boston Ice Company had also tenements for its employees, as did other firms in town. The ice company’s ice houses, stables, and tenements were situated at modern Utah Way.

NEW ENGLAND BRIEFS. The plant of the Boston ice company at Milton, N.H., with 13 houses, a stable and four loaded railroad cars was destroyed by fire last night. Treas. F.J. Bartlett in Boston last night estimated the loss to be about $75,000. Employes in nearby tenements had hard work to save their homes (Boston Globe, October 10, 1909).

One hopes that the horses (if any there were) got out of the stable. Rebuilding began soon after the fire.


The Andrews-Wasgatt Company, of Everret, MA, shoe manufacturers, who had advertised in the prior year for vampers, were seeking stitchers.

FEMALE HELP WANTED. STITCHERS on all parts of misses’ shoes. ANDREWS, WASGATT CO, Milton Mills, N.H. (Boston Globe, October 28, 1909).


Mrs. Emily E. “Emma” (Miller) Looney, acting in her capacity as Department President of the [Women’s] Relief Corps, was to inspect the State Relief Corps. The Women’s Relief Corps was the women’s auxiliary of the Grand Army of the Republic (G.A.R) Civil War veterans’ organization. (Her husband, the Hon. Charles H. Looney, had died in Milton Mills, April 23, 1902).

Personals. Department President Mrs. Emma E. Looney of Milton, N.H., will inspect the State Relief Corps on Friday afternoon, at G.A.R. hall (Portsmouth Herald, October 29, 1909).

Emma E. Looney, a widow, aged fifty-six years (b. NH), headed a Milton [“Milton 3-Ponds”] household at the time of the Thirteenth (1910) Federal Census. He household included her children, Walter Looney, a clerk at Central House, aged thirty-two years (b. NH), Robert M. Looney, a grammar school teacher [principal of the Milton Grammar school in 1905], aged thirty years (b. NH), Harry N. Looney, a shoe factory cutter, aged twenty-seven years, and John H. Looney, aged twenty-four years (b. NH). She owned their house free-and-clear, without any mortgage. [They resided at 54 South Main street in 1905].


A state road-gang laborer on the new Eastern route state highway perpetrated a serious assault upon another laborer.

STABBED IN THE BACK. Man Known Only as Philip, from Boston, Victim of Row at Milton, N.H. – Police Seek Joseph Crapna. MILTON, N.H., Nov 23. As the result of a row among laborers employed on the new state highway, a man who is known only by his first name, Philip, is suffering from a stab in the back, inflicted, it is alleged, by Joseph Crapna, aged 30, who escaped after the encounter, and who is being sought by Chief of Police James Rines. The affray occurred late Sunday night at lodgings in the Hart building. It is said that liquor flowed freely, and that the principals became excited over some old trouble. Philip had only recently joined the men, coming here from Boston. During the altercation Crapna suddenly pulled a stiletto, it is said, and stabbed Philip in the upper portion of the back, making an ugly gash near the shoulder blade. Crapna quickly disappeared. The victim bled profusely, but it is reported he will recover (Boston Globe, November 23, 1909).

There do not seem to have been any follow-up articles, so it might be that Joseph Crapna was never apprehended.


Penstock work would be work upon the sluice gate or water intake structures of a dam, of which Milton had several.

MALE HELP WANTED. TWO BOILERMAKERS wanted at once for penstock work at Milton, N.H. L. DOUGHTON, Milton, N.H. (Boston Globe, December 16, 1909).

Mr. L. Doughton has proven somewhat difficult to pin down. He may have been a mill superintendent or possibly an out-of-town dam contractor of some sort.


As we have seen, several factories in Milton had their own tenements, or residences, on their grounds for worker housing. A number of Italian and Greek immigrant workers were so domiciled in South Milton. (We encountered them previously helping the victim of Milton’s Murderous Lover in 1907).

On this occasion, we encounter an Italian immigrant factory worker running afoul of New Hampshire’s restrictive liquor licensing. We may recall that their factory housing was situated two miles out from Three-Ponds village. He had some bottles of beer, which he either vended or gave away to some of the other workers with whom he resided. For that he was arrested for “keeping liquor for sale,” which violated several aspects of the liquor law.

(If one were working a ten to twelve-hour workday, six days a week, and marooned in a workers’ tenement in the woods of South Milton, one might consider it a beneficial service, rather than otherwise, to have access to a bottle of beer after a hard day’s work).

Beer Seized at Milton, N.H. ROCHESTER, N.H., Dec. 23. Deputy Sheriff Frank I. Smith and Deputy Sheriff Elmer Clark of Dover and Deputy Sheriff William Hartford and policeman Harrison Rhines of Milton raided the boarding house of Demarta Odberton at Milton Tuesday night and seized a quantity of beer. Yesterday, before Judge Lawrence V. McGill, he was charged with keeping malt liquor for sale and was held in $200 bonds for the superior court (Boston Globe, [Thursday,] December 23, 1909).

Apart from the absurdities attendant to the liquor laws, we may again experience the hilarity arising from the various officials’ utter inability to comprehend the accused’s Italian name. The accused’s name was definitely not Demarta Odberton, nor anything like that.

We shall encounter the unfortunate Mr. Odberton, under yet other names, as he passes through the various court proceedings of the following year.


Previous in sequence: Milton in the News – 1908; next in sequence: Milton in the News – 1910


References:

Chilton Company. (1908). Boot & Shoe Recorder. Retrieved from books.google.com/books?id=CPAxAQAAMAAJ&pg=PA58

Chilton Company. (1912). Boot & Shoe Recorder. Retrieved from books.google.com/books?id=vto-AQAAMAAJ&pg=RA4-PA21

Find a Grave. (2008, October 5). Noah Blanchard Thayer. Retrieved from www.findagrave.com/memorial/30324570

Lutes, Della T. (1923). The Gracious Hostess: A Book of Etiquette. Retrieved from books.google.com/books?id=W6YvAAAAYAAJ&pg=PA212

U.S. House of Representatives. (1908). Pulp and Paper Investigation Hearings, April 25, 1908. Retrieved from books.google.com/books?id=Q91CAQAAMAAJ&pg=PA3193

Vance Publishing Corp. (1908). Lockwood’s Directory of the Paper and Stationary Trade. Retrieved from books.google.com/books?id=6A8AAAAAMAAJ&pg=PA94

Wikipedia. (2019, January 24). Henry B. Quinby. Retrieved from en.wikipedia.org/wiki/Henry_B._Quinby

Wikipedia. (2019, July 12). Penstock. Retrieved from en.wikipedia.org/wiki/Penstock

 

Milton and the Eastern Route – 1909

By Muriel Bristol (Transcriber) | July 21, 2019

In 1909, New Hampshire’s governor and his council chose the routes through which proposed (and legislatively-authorized) western, middle, and eastern state highways would run.

The news articles quoted here identify forthrightly the motivations of those making the choices. Their objects were more political than strictly economic or geographic ones: providing road access for less-developed low-population northern areas of the state, at the expense of taxpayers in the remainder of the state.

That the final selections addressed primarily political purposes, rather than purely engineering ones, was evidenced by the large attendance of the “prominent men” of the affected areas, and the “considerable pressure” that they brought to bear. The opinions of accomplished engineers were not mentioned as being relevant at all.

The prominent men of the northern logging industry and the Boston & Maine railroad would have had their “say” also. (The Conway branch of the B&M railroad aligned more closely with the route ultimately chosen). A cynic might suppose that it was their say that was dispositive.

The various possible Eastern route alternatives, which must have concerned Milton most nearly, ran largely over existing roads, at least so far as the mountain “notches.” As such, the choices were mostly a question of State officials “claiming” or “designating” particular existing roads as being henceforth “their” own state highway.

The routes passed over at this time would become state highways eventually. The chosen Eastern route took on the name “White Mountain Highway” at the Rochester-Milton town line.


In late July 1909, the governor and his council had not yet decided whether or not the Eastern route would run from Rochester through Milton, Wakefield, Ossipee, Tamworth, and Albany to Conway, as it does now. It might have run instead from Rochester through Farmington, New Durham, to Alton (as NH Route 11 runs now), then to Wolfeboro, Tamworth, Albany, and Madison to Conway.

GOVERNOR AND COUNSEL LISTEN TO ARGUMENTS FOR ROAD LOCATION. Governor Henry B. Quinby and the members of his council were in Concord Wednesday and gave up most of their time to a hearing of all parties interested in lay-out of the boulevard on the east side of the state authorized by the highway bill passed the last session of the legislature. There are to be three of these trunk lines, the east side, the central and the west side, and to date the route of the former seems to be the most seriously in dispute. From the coast the location of the road to Rochester is agreed upon. On leaving Rochester, however, the question is how shall it reach the mountains, the objective point of all the highways. There are two routes suggested, one through Milton Mills, Wakefield and Ossipee, and the other through Farmington, New Durham, Alton and Wolfboro, and then via Tamworth and Albany to Conway, or via Ossipee and Chocorua to Conway; or through Ossipee and Madison to Conway. The great interest in the proposition was shown by the large attendance of prominent men representing the towns through which it is desired the road should pass, which compelled the use of the supreme court room in the state library building. The hearing opened at 11:00 o’clock with the governor and the advisers occupying the bench and working under the notice that ten minutes would be given to the claims of each town interested. It took until nearly two o’clock before the final word had been said and an adjournment taken (Portsmouth Herald, July 22, 1909).

By mid-September 1909, the governor and his council made up their minds to continue the Eastern route from Rochester through Milton, rather than through Farmington. Milton was not specifically mentioned in the article, although it is what lies between the mentioned locations of Rochester and Wakefield.

ROUTES FOR THE STATE HIGHWAYS. The Big Undertaking of the State of New Hampshire. CONCORD, Sept. 18. – The governor and council at their meeting on Friday took up the location of the West Side road and, after considerable discussion, established the route, thereby completing the designation of the three trunk lines, as provided by act of the last legislature, and for the construction of which $1,000,000 was appropriated.

The road, as determined by them begins at the state line between Northfield, Mass., and Hinsdale, N.H., passes through Hinsdale, Winchester and West Swanzey to Keene; thence through Gilsum, Lempster and Goshen to Newport; thence through Croyden and Grantham to Hanover; thence following the Connecticut river, passes through the villages of Lyme and Orford, Piermont, Haverhill to Woodsville; thence through Bath and Lisbon villages lo Littleton; thence from Littleton over the hill by the Glessner estate to Bethlehem street; from Bethlehem street to the Twin Mountain House; thence from the Twin Mountain House to Whitefield, continuing through Lancaster, Northumberland, Groveton, Stratford and Columbia to the northerly terminus of the line at Colebrook.

There has been much pressure brought to bear upon the governor and council for other routes as well as for the route selected by them, and particularly from the vicinity of Rindge and Fitzwilliam, as well from Claremont and Newport. The route from Keene to Newport is through many small towns and over a country that has no means of transportation except over the highway. Besides furnishing better transportation facilities for the towns, this road it is believed, will open for development the territory that has previously been little known. There are no forbidding grades on the route, and there is plenty of material along the entire route for construction.

The middle road, previously selected, will enter the state at Nashua and have its northern terminal in a junction with the west side road at Twin Mountain, its route taking it through Manchester, Concord, Franklin, Laconia, Plymouth, Woodstock and other towns.

The East side road, also previously selected, will follow the ocean boulevard to Portsmouth, thence via Dover, the edge of Somersworth, Rochester, Wakefield, Conway, Pinkham Notch, Berlin, Errol and Dixville Notch, to Colebrook, which will be the terminal of both the Eastern and the Western roads.

The Crawford Notch road between Glen and Twin Mountain will afford a route through the heart of the mountains from the East road to the junction of the middle and West roads (Portsmouth Herald, September 9, 1909).

All of this was mirrored at the Town level. Historically, most New England roads have been privately built, for their owners’ purposes, and then, at some point, “accepted” by their respective Towns as being Town roads.


If we didn’t have state coercion, the argument runs, there would be no roads. There’d be a Sears store over there, and your house over here, and everyone involved would be standing there scratching their heads. – Thomas Woods


See also Milton, Straight Thru (North), in 1918, Milton and the Spaulding Turnpike, and Trip to Wildcat Shortened


References:

Wikipedia. (2019, January 24). Henry B. Quinby. Retrieved from en.wikipedia.org/wiki/Henry_B._Quinby

Wikipedia. (2019, July 14). Logrolling. Retrieved from en.wikipedia.org/wiki/Logrolling

Wikipedia. (2019, June 25). New Hampshire Route 16. Retrieved from en.wikipedia.org/wiki/New_Hampshire_Route_16

 

Milton in the News – 1908

By Muriel Bristol (Transcriber) | July 18, 2019

In this year, we encounter another Massachusetts ice shortage, a farm worker wanted, a Nute High school field trip, Rev. Dickey’s correspondence, and vampers wanted at Milton Mills.

This was also the year of the Hennessey kidnapping.


Massachusetts’ own ice harvest was again marginal, with Milton’s ice harvest again cited as one of its alternate sources.

ICE FAMINE THREATENING. Massachusetts So Far Has Very Little. Cutting in Progress to North With Fair Thickness. Cape and Rhode Island Districts Worst Off. Three weeks will probably settle the fate of the ice crop in New England for 1908. Ice dealers to the north of Boston are fairly confident of securing an ordinary supply, but to the south conditions are far from satisfactory. Last year at this time the ice houses were full and the companies were putting ln extra supplies. A considerable quantity of this surplus is still on hand and an attempt will be made to carry It over, notably about 250,000 tons on the Penobscot belonging to the American Ice company. There is also considerable last year’s ice in other parts of New England, but the small dealers are nearly cleaned out and are becoming anxious about the crop. The average thickness of the ice north of the Massachusetts line and 20 miles inland is about 10 inches. In some sections it runs to 12 or 13 Inches, and a little has been harvested. In the Berkshire hills and the Green mountains there is of course no danger of a famine, and dealers in other parts of Vermont see no cause for alarm, although lake Champlain is not yet closed in. Cutting has begun at Agawam, Mass., near Springfield with nine inches; at Milton, N.H., with 12 Inches; at Montpelier, Vt., with 12 inches; and at Holden, near Worcester, with 11 inches. It Is along the coast from Portsmouth, N.H., south that the famine threatens, especially at Plymouth, along cape Cod, and in Rhode Island. The average thickness of the ice on the ponds about Middleboro is not more than a few inches and some of the larger ponds are not frozen except along the edges. There is no ice at all on cape Cod. Dealers in those sections say that if the ponds and lakes do not show 8 or 10 inches by Feb 10 the local crop will again be a failure and that New Hampshire and Maine will have to furnish the supply for the summer. In former years the ice companies along the Penobscot harvested two or three million tons and the work gave employment to thousands of men. The capacity of the houses of the American ice company on the Kennebec at the present time is less than 500,000 tons, as many of the plants have been burned or gone into decay. The same is partly true of those on the Penobscot (Boston Globe, January 20, 1908).


MALE HELP WANTED. MAN wanted to do general work on farm. Address E.L.S., Milton, N.H; Box 229 (Boston Globe, February 20, 1908).


Here we find Nute High School Principal Clarence E. Kelley and Mrs. Mary B. (Plummer) Wallingford escorting fourteen students on a week’s trip to Washington, DC.

FOR WASHINGTON TRIP. Seventy-One Tourists Leave Boston Tonight for National Capital. Fifteen students and an instructor from the Milton, N.H., high school, 71 tourists from various parts of this state, 9 from Rhode Island, 7 from other parts of New Hampshire than Milton, and 2 from New York will start this evening on an excursion to Washington organized by George E. Marsters of 298 Washington st. The party will be conducted by Frank W. Lund. and the stayawav sightseeing will continue for one week. Here are the names of the fortunate ones: Miss Eliza L. Baker, Miss Josie M. [Calkins] Clakins, Miss Inez M. Colbath, Miss Elva M. Gowan, Miss S.B. Hutchins, Miss Rosamond E. Piper, Miss Marlon Tuttle, Miss Frances G. Wadleigh, Mr. Paul G. Baker, Mr. L.S. Drew, Mr. C.F. Hayes, Mr. C.P. Moulton, Mr. C.E. Piper, Mr. Dana C. Tuttle, Mr. Clarence E. Kelley, Mrs. Mary B. Wallingford, Milton, N.H. high school; Mr. and Mrs. C.W. Jenness, Farmington. N.H.; Mr. Horace J. Batchelder. Haverhill; Mr. Frank J. Batchelder, Haverhill; Mrs. E.B. Parsons, Springfield; Miss Josephine F. Ellis, Winthrop Beach; Miss Florence J. Weddleton, Chelsea; Mrs. S.J. Hatch, Boston; Mrs. L.A. Coombs, Shelburne: Mrs. W.H. Wright, Roxbury; Miss Maude R. Wright, Roxbury: Mrs. G.H. Hayes, Winthrop; Miss A.H. Hayes, Winthrop: Miss E. McWane. Newtonville; Mrs. Robert B. Edes, Newton; Miss Grace Montgomery, Newton; Mrs. J.H. Jones, Dorchester; Mrs. A.W. Hole, Dorchester; Mrs. Walter White, Malden; Mr. Wm. Murphy, Roxbury; Mr. Wm. D. Murphy. Roxbury; Mr. Thomas J. Murphy, Roxbury; Mr. and Mrs. H.N. Tucker, Boston; Mrs. F.B. Pratt, Boston; Mrs. G.O. North, Boston; Mrs. Geo. Lane, Winthrop; Mr. E.W. Marshall, Portsmouth, N.H.; Mrs. E.W. Marshall, Portsmouth, N.H.; Mrs. Geo. E. Miller, Suncook, N.H; Master J.G. Seaver, Woburn; Mrs. C.B. Holmes, Boston; Mrs. J.H. Robinson, Boston; Mr. Henry McCarty, Boston; Mrs. Henry McCarty, Boston; Mrs. M.B. Green, Boston: Miss Rebecca Bent, Somerville; Miss Emma B. Willcomb, Maynard; Mrs. L. Anderson, Boston; Mrs. A.B. Shepard, Andover; Miss Georgia Shepard, Andover; Miss Floretta Vining, Hull; Mrs. Edward Clark, Hull; Mrs. George Bates, Boston; Mrs. Adelia Page, Dorchester; Mrs. J.L. Gibbs, Waltham; Miss Grace T. Richards, Dorchester; Mrs. R.E. Page, Arlington; Miss Cora Watts, East Boston; Mrs. A.M. Gove. Dorchester; Mrs. Charles T. Crane. Braintree; Mrs. Belle Austrup, Worcester; Mrs. George Beane, Worcester; Miss Flora M. Scott, Worcester: Mrs. J.L. Scott, Worcester; Mr. and Mrs. George F. Morgan, Cambridge; Mr. and Mrs. S.C. Colbath. Alton, N.H.; Miss Mary Hallissey, Dorchester; Miss Alice R. Capen, Boston; Mrs. J.W. Ryan, Dorchester; Miss R.B. Ryan, Dorchester; Miss G.L. Ryan, Dorchester; Mr. and Mrs. A.S. Harriman, Haverhill; Mr. and Mrs. C.C. Dexter, Lowell; Mrs. A.F. Dearborn, South Acton; Mr. L. Coffin, Newton; Mr. I.A. McManus, Newton; Mr. and Mrs. J.H. Bates, Leominster; Mrs. C. Hemenway, Worcester; Mrs. Rufus Dixon, Worcester; Mr. and Mrs. W.L. Kirschner, New York; Mr. L.S. Whalen, Dorchester; Miss Susie Manchester, Newport, R.I.; Miss Lillie Manchester, Newport, R.I.: Miss Louise Goffe, Newport, R.I.: Miss Kate Stratford, Newport, R.I., Mr. Walter Sherman. Newport, R.I.; Mr. Harry Alger, Newport, R.I.; Mr. J. Paul Cozzens, Newport, R.I.; Mr. William Weaver, Newport, R.I.; Mr. Robert Shepley, Newport, R.I.; Messrs. Leland and Lawton, Boston; Mr. A.E. Clary, Boston; Miss Catherine Paulint (Boston Globe, April 17, 1908).

George E. Marsters ran a Boston tourist agency. His advertisements mentioned his representing foreign and American steamship lines, railways, hotels and resorts. He was willing to arrange tours under escort, private cars, foreign money, exchange, drafts, and letters of credit. He would have arranged for the escort, Frank W. Lund, who was himself a ticket, tourist, or travel agent, resident in Nashua, NH, as early as 1902.

Mrs. Wallingford was likely along as chaperone. She was the widow of Samuel W. Wallingford, who had died in 1899. She appeared as a farmer, aged fifty-five years (b. NH), in the Twelfth (1900) Federal Census. Her household included her sister, Frances W. Twombly, aged forty-nine years (b. NH), and her brother-in-law, John Twombly, a retired physician, aged fifty-one years (b. NH). Neither sister had any children.

Jessie Calkins, aged thirteen years (b. ME); Elva Gowan, aged nine years (b. NH); Rosamond E. Piper, aged eleven years (b. NH), and her brother Charles E. Piper, aged ten years (b. NH); Charles T. Hayes, aged nine years (b. NH), were all Milton students, although not yet attending the high school, at the time of the Twelfth (1900) Federal Census. They would have been aged between seventeen and twenty-one years at the time of the Washington trip.

Not all of Nute High school’s students necessarily lived in Milton. Nute High school also admitted “tuition students” from elsewhere. Iniz M. Colbath, aged ten years (b. NH); Lyle S. Drew, aged nine years (b. NH); Blanche S. Hutchins, aged ten years (b. NH); Dana C. Tuttle, aged eleven years (b. NH), and his sister, Marion Tuttle, aged nine years (b. NH), and Fanny G. Wadleigh, aged nine years (b. MA), all resided in Wakefield, NH, in 1900.  They would have been aged between seventeen and nineteen years at the time of the Washington trip.

Carroll P. Moulton, aged ten years (b. NH), resided in Ossipee, NH in 1900. Eliza L. Baker, aged twelve years (b. VT) and her brother, Paul G. Baker, aged ten years (b. VT), resided in Vergennes, VT, in 1900. They would have been aged between eighteen and twenty years at the time of the Washington trip.


Rev. Francis, former pastor of Ludlow, MA’s First Congregational church read out some letters from another former pastor, Rev. Myron P. Dickey of Milton.

GIVES LUDLOW $10,000. Old-Home Sunday Cheered by C.D. Rood. Many People Attend First Congregational Church. LUDLOW CENTER, Aug. 9. Just 275 persons attended “Old-home Sunday” at the First congregational church today and of those 21 men and 18 women were more than 60 years of age. An important matter was the receipt of a letter from Charles D. Rood stating that he had forwarded $10,000 for the benefit of Ludlow. The anthem “Invitation,” sung by a large chorus in the back gallery, began the service, and as they used to do, the congregation turned and faced them. Rev. Mr. Francis, pastor from 1895 to 1905, presided. He read letters from Rev. M.P. Dickey of Milton, N.H. a former pastor, and Mrs. Julius P. Bodfish of Washington, D.C. Rev. Mr. Rice of Agawam spoke. The congregation took their dinner under the trees (Boston Globe, August 10, 1908).


The Andrews-Wasgatt shoe company of Everett, MA, set up a branch factory in Milton Mills in this year. (They had experienced a strike at their Everett plant in 1907).

FEMALE HELP WANTED. VAMPERS on flat bed machines. ANDREWS-WASGATT CO, Milton Mills, N.H. (Boston Globe, December 27, 1908).

One of its partners, Herbert P. Wasgatt took his seat as alderman-at-large and chairman of the board of aldermen in Everett in January 1909 (Boston Globe, January 5, 1909).

The Andrews-Wasgatt company appears to have been active at Milton Mills through at least 1913 (Shoe & Leather, 1914; Boston Globe, January 7, 1924). Timson and Company, of West Epping, NH, purchased Andrews-Wasgatt’s Milton Mills factory in 1915 and moved their operation there.


Previous in sequence: Milton in the News – 1907; next in sequence: Milton in the News – 1909


References:

Shoe and Leather Reporter Company. (1914). Shoe and Leather Reporter Annual. Retrieved from books.google.com/books?id=st0-AQAAMAAJ&pg=PA284

 

Public BOS Session Scheduled (July 15, 2019)

By Muriel Bristol | July 14, 2019

The Milton Board of Selectmen (BOS) have posted their agenda for a Public BOS meeting to be held Monday, July 15, beginning at 6:00 PM.


The Public portion of the agenda has New Business, Old Business, Other Business, and some housekeeping items.

Under New Business are scheduled four agenda items or, rather, three Town officials, two of them with two or more sub-items: 1) Fee Schedule Adjustment (Bruce Woodruff); Townhouse Stewardship Committee (John Katwick), and Cemetery Capital Reserve Fund Request (John Katwick); and 4) Police Chief R. Krauss, a) Milton Mills Parking, b) Ordinance Workshop Request, and c) Town-Seized Tax-Deeded Properties.

1) Fee Schedule Adjustment (Bruce Woodruff). Mr. Woodruff is on the agenda to discuss reducing fees. Just kidding. In which direction would you suppose any Town fees would actually be “adjusted”? But will the BOS vote unanimously to do so?

2) Townhouse Stewardship Committee CIP Request (John Katwick). Mr. Katwick will request that something be put on the Capital Reduction Program™ conveyor belt. Perhaps he refers to the heating system discussed previously.

3) Cemetery Capital Reserve Fund Request (John Katwick). Moving funds around. This usually takes the form of spending money from somewhere and then replenishing that somewhere from the relevant fund.

4) Police Chief R. Krauss is himself an agenda item – again – with several more bones to pick.

  • Milton Mills Parking. One supposes that the Chief might like to reduce parking restrictions in Milton Mills. Just kidding. It seems more likely that he will be seeking more parking restrictions.
  • Ordinance Workshop Request. One supposes that the Chief hopes to reduce the number of Town ordinances. Again, just kidding. It seems more likely that he will be seeking more Town ordinances.
  • Town-Seized Tax-Deeded Properties. This agenda title seems a bit redundant. “Tax-Deeded” is the Town’s euphemism for a forcible tax seizure. So, we have here Town-Seized Town-Seized Properties. One imagines that one or more of the properties seized previously, and then described as being hazardous, and for which boundary fencing was discussed as essential some months ago, may have progressed to the point where the Chief thinks it should go beyond loose talk.

Under Old Business are scheduled two items: 5) Town Auction Property Status; and 6) 2020 Budget Status.

5) Town Auction Property Status. Time to sell the rest of it. And quick. Do you suppose the BOS can live on a Default budget? And there are the Chief’s safety concerns too.

6) 2020 Budget Status. Larger, the budget will be considerably larger. As will the tax burden. Be in no doubt. The BOS gave that “guidance” unanimously at their last meeting. (Selectman Rawson led the descent: “Yeah, I’m fine with that. It’s always been that way, since my tenure of being in town”).


Other Business That May Come Before the Board has no scheduled items.


Next, there will be the approval of prior minutes (from the BOS meeting of June 17, 2019, and the BOS Workshop meeting of July 1, 2019), the expenditure report, Public Comments “Pertaining to Topics Discussed,” Town Administrator comments, and BOS comments.


Mr. S.D. Plissken contributed to this article.


References:

Town of Milton. (2019, July 12). BOS Meeting Agenda, July 15, 2019. Retrieved from www.miltonnh-us.com/sites/miltonnh/files/agendas/07-15-2019_bosagenda.pdf