DISCOVER
MAINE Volume 8, Issue 5
Maine’s History Magazine www.discovermainemagazine.com
Free 2011
Mid-Coast Region
Company A, 30th Maine Picture found in antique store leads to story of Civil War regiment
Ned Low’s Lost Pirate Treasure Brutal Gulf of Maine pirate may have left his loot in Montville
A Tale Of Two Poets Maine poets were Camden friends
2 4 9 13 17 20 29 34 38 42 50 54 58 62 65 68 72 75 79 83 88
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~ Inside This Edition ~
The Yellow House Papers Researcher delves into the lives of Laura Richards and Julia Ward Howe Charles Francis Sailing Days At North Yarmouth Academy Program provided students with regatta experience Charles Francis Remembering Brunswick’s Merrymeeting Park Lavish amusement park, casino, and zoo operated for just nine years James Nalley Captain James “Shotgun” Murphy And The Shenandoah of Bath Commander of the largest ship of its type in the world Matthew Jude Barker Company A, 30th Maine Picture found in antique store leads to story of Civil War regiment Albert D. Manchester Gold Fever Almost Empties Unity Unity cows helped launch California’s vaunted dairy industry Ian MacKinnon A Great Hobby Collecting vintage Maine postcards Hannah Dougherty Campbell Summer Softball Games Community spirit abounded in 1970s Woolwich Penny S. Harmon Like “Indiana” Jones, The “China Joneses Traveled Far And Wide Quaker family left a legacy Ian MacKinnon Alna’s Fred H. Albee: Pioneer Surgeon Bone grafting technique saved thousands from amputation Charles Francis Ned Low’s Lost Pirate Treasure Brutal Gulf of Maine pirate may have left his loot in Montville Charles Francis The Signature Quilt Special, unique, and individual, a tradition for hundreds of years Charles Francis Belfast’s Albert Stevens The man who couldn’t get high enough James Nalley An Early History Of Troy From name changes to road building and today Aimee N. Lanteigne Jay Zeamer: Pilot Of The Old 666 He flew straight and loved rural Maine James Nalley The First Mail Bristol’s George Russell braved wilderness and foes to deliver mail Newfies To The Rescue A tale of Cushing’s early years Charles Francis The U-boat Threat The trawler Notre Dame’s near-fatal brush with destiny Charles Francis A Tale Of Two Poets Maine poets were Camden friends Charles Francis Lemuel Grant: The Frankfort Man Who Designed Atlanta’s Civil War Fortifications Yankee had moved South prior to the Civil War Charles Francis Directory Of Advertisers See who helps us bring Maine’s history to you!
Discover Maine Magazine Mid-Coast Region Published Annually by CreMark, Inc. 10 Exchange Street, Suite 208 Portland, Maine 04101 (207) 874-7720 info@discovermainemagazine.com
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Front cover photo: Art School in Bristol (File #102332 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org) All photos in Discover Maine’s Mid-Coast Region edition show Maine as it used to be, and many are from local citizens who love this part of Maine. Photos are also provided from our collaboration with the Maine Historical Society and the Penobscot Marine Museum
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Notes From The Fayette Ridge by Michele Farrar
W
hen I was growing up we had a sailboat. I believe it was called a “daysailer.” It was big enough for our family of five, but it didn’t have a cabin or sleeping accommodations (hence the name). We sailed on a local lake during the summers, and the boat was stored in someone’s barn for the winter. My dad also liked sailboat racing. For this he used a “laser” sailboat, which is very small and built for one, although you can fit two if you don’t plan on winning a race. My dad and a couple of his friends actually built their own lasers and belonged to a racing club. Sundays were exciting days for him. While my mom played the organ at church and the kids went to Sunday School, my dad raced. Eventually my dad outgrew the daysailer (but not the racing), and decided he wanted a sailboat worthy of ocean sailing. Since this was a period in his life where the kids were all grown, his house was paid for, and he had saved diligently, he was in a position to buy himself a really nice craft. The way I remember it, he and a friend
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drove to New York City, which was where the boat he decided to purchase was located. The plan was to sail back to Maine from New York City. My dad had been ocean sailing with friends prior to this trip, and he was excited to finally have the chance to do it on his very own boat. The day was a bit foggy, but the new vessel ported some sophisticated navigation equipment, and soon my dad and his friend began their journey. Because I wasn’t there, I am telling this from memory, and because it was quite a few years ago, it’s only the really dramatic parts that stick out in my mind. What happened goes something like this: they motored away from the dock and into the misty harbor. It was quiet and peaceful, and they were anxious to get out of the harbor and raise the sails. The quiet didn’t last long, however. Seemingly out of nowhere, a horn blew loud enough to wake the dead. The fog was thick, and they couldn’t immediately see the source of the horn, but they knew it was close. Minutes later they found out how close. They were literally feet away from the bow of a huge tanker — practically on a collision course. My dad gunned the motor (I’m guess-
ing it was small — most sailboats have small motors) and he was probably wishing at that point for a bigger, faster one. They managed to get out of the way with only moments to spare. This incident changed my dad’s desire to sail on the ocean. It changed so much that they turned around and headed straight back to the dock. I don’t know the details, but that boat did not come back to Maine with my dad — not by water, and not by trailer. My dad was happy to stick with racing lasers for many years. I recall there was one woman in the racing club who had a nasty habit of beating my dad and his friends on many Sundays. It became much more than a race — it became a mission to beat “Hank” in a race. That’s right, they called her Hank. To this day I don’t know if that was her name, or one they made up for her. I also couldn’t tell you who ended up with the best racing record. Either way, my dad was happy to race, and happy to know he didn’t have to spend the rest of his life wondering what it would have been like to own a sailboat worthy of ocean sailing.
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The Yellow House Papers Researcher delves into the lives of Laura Richards and Julia Ward Howe by Charles Francis
L
aura E. Richards is a Maine institution. Her mother, Julia Ward Howe, is a national institution. Laura Richards is the principal author of the first biography to be awarded the Pulitzer Prize, Julia Ward Howe. The bulk of Richards’ sources on her mother can be found in Maine. Some are at the Maine Historical Society, others are the possession of the Gardiner Library Association. Laura Richards spent the majority of her adult life as a resident of Gardiner. She, her husband and children made the Yellow House their home. Richards’ pa-
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pers on the Howe family are cited as the Yellow House Papers. Some ten or so years ago the Yellow House Papers brought a researcher named Valerie Ziegler to Maine and Gardiner. Some ten or so years ago the Yellow House Papers brought a researcher named Valerie Ziegler to Maine and Gardiner. Ziegler was working on a biography of Julia Ward Howe. Researching the Yellow House Papers is a necessity for any serious scholar concerned with Julia Ward Howe, her husband Samuel Gridley Howe, and their descendants.
Ziegler was working on a biography of Julia Ward Howe. While there are record repositories of this particular branch of the Howe outside of Maine — Harvard has some as does Brown — researching
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the Yellow House Papers is a necessity for any serious scholar concerned with Julia Ward Howe, her husband Samuel Gridley Howe, and their descendants. Valerie Ziegler’s book is titled Diva Julia: The Public Romance and Private Agony of Julia Ward Howe. It is a work which anyone with a sense of intellectual ties or possessing a sense of place relating to Gardiner or the Kennebec Valley and the locales’ traditions should read. Diva Julia is an exposition. Exposition is used here in the sense of exhibition, show or display. Valerie Ziegler takes her subject, which includes the entire immediate family of Julia Ward Howe as well as at least one grandchild, and holds them up for inspection. Besides the subject of the book’s title, this means Samuel Gridley
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Howe and the children of Samuel and Julia, Julia Romana, Florence (Flossy), Laura Elizabeth, Henry Marion (Harry) and Maud, are held up in a manner that allows the reader to see a variety of their accomplishments as well as failings. Some might say that Ziegler plays all too much attention to the Howes’ failings. At this point I must issue a disclaimer. My great grandfather George Howe was cousin to Samuel. He was one of the Howes who helped Samuel Gridley Howe, Elias Howe and others of the Howe family arrange the great Framingham, Massachusetts Howe family gathering of 1873. I was brought up steeped in stories of any number of Howes. Some of the first books read to me as a child were penned by Laura Richards. When my mother or grandmother read one to me it was always introduced with “Your Cousin Laura wrote this.” Valerie Ziegler is a professor of religion at DePauw University. This fact raises certain questions about her exposition on Julia Ward Howe and, to a lesser extent, the rest of her family. They are questions which no reviewer of Diva Julia has yet to truly consider.
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Julia Ward Howe
(Continued on page 6)
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tion between Julia and her offspring. Ziegler says Julia Valerie Ziegler’s context “was dominating her family for the marriage of [as Maud saw it] ‘by the Samuel Gridley and Julia sheer force of her will.’” Ward Howe is that of And the dynamic doesn’t nineteenth century Victoend with Julia’s death in rian society. Samuel ex1910. It continues on as the pects his wife to be three surviving daughters subservient. Julia wishes to jockey to turn out books on explore and develop her their parents, books that talents. Ziegler describes protect not only the parent’s and explores this dynamic reputations but their own. in depth. The couple are Moreover, the dynamic conintellectual powerhouses. tinues on into the next genThe marriage is a series of eration. Ziegler presents clashes with both suffering Laura’s daughter Rosalind and neither being emoRichards as perpetuating it. tionally or intellectually The yellow house in Gardiner Some will view Diva Julia satisfied by the other. It is as an exposé rather than exan awful situation. As one reads, he has a sense of holding his breath, waiting for the much position. Ziegler comments on the Howe daughters living lives older Samuel to die so Julia can move on with her life unre- of genteel poverty. The Howes are not Boston Brahmin. The stricted and unhampered. This can’t happen, though. There are daughters help support themselves and their families with something akin to a cottage industry, writing books on their parents the children, although grown to adulthood. The competing dynamic within the Howe family does not end and other family members. Are Ziegler’s comments allusions, with the death of Samuel in 1876. It continues on as a competi- passing references, or conclusions? (Continued from page 5)
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Julia Ward Howe’s accomplishments and influences are the stuff of legend. “Battle Hymn of the Republic,” which she wrote, was sung at the Washington memorial service for the destruction of the World Trade Center. She was a major figure in the women’s suffrage movement. Some credit Howe with initiating Mother’s Day. Then there are Howe’s contributions to the development of Unitarianism. Valerie Ziegler does not go into the subject of Unitarianism vis a vie Julia Ward Howe. Given Ziegler’s particular area of academic expertise, this seems more than mere omission. In fact, it seems somewhat misleading. Ziegler describes Julia Ward’s childhood as being brought up in a hardline Calvinist household. Then she mentions that Samuel and Julia attended the church of Theodore Parker before changing to that of James Freeman Clark. Parker and Clark were important Unitarian ministers. Both ministers were personal friends of the Howes. Both ministers opposed the Calvinist doctrine of predestination and
the concept of the Trinity. Diva Julia has numerous references to Julia Ward Howe’s vision of Heaven. There are references to divine will and Julia praying for divine direction. The reader has a sense of the supernatural in this. Yet Howe became a member of the Radical Club in 1867. The Radical Club included Ralph Waldo Emerson, Oliver Wendell Holmes and William Henry Channing. Emerson biographer Robert Richardson tells us the purpose of the Radical Club was the excision supernatural elements from Unitarianism. Today Julia Ward Howe is viewed as one of the great Unitarian leaders of the nineteenth century. Unitarian scholar Reverend Charles W. Eddis lists her among the likes of Ralph Waldo Emerson, James Martineau, Joseph Priestley, Theodore Parker and William Ellery Channing. Eddis says these were Unitarians that broke with tradition by “rejection of the miracles in the Bible.” They believed that “all events happened naturally.” This is one of the elements of Julia Ward Howe’s
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life that Valerie Ziegler does not explore. The reader must ask, why? The reader must also ask why Valerie Ziegler finds it necessary to emphasize the Howe daughters, especially Laura Richards, and the destruction of a good many of the papers of their parents and oldest sister Julia Romana, papers that could or should have been a part of the collection known as the Yellow House Papers. Ziegler’s emphasising the destruction seems a part of her exposé. Regardless, Diva Julia is fascinating reading. The caveat is that it must be read as representing the author’s particular methodology and not as a final word on Julia Ward Howe and her family.
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Sailing Days At North Yarmouth Academy Program provided students with regatta experience by Charles Francis Fred deNapoli has raced sailboats and automobiles. He has raced sailboats for a living and he has raced automobiles for the love of the sport. Back in 1978 an upand-coming boat designer named Rod Johnstone drafted Fred for his J/Boat team. This was right after Fred graduated from the University of New Hampshire, where he had been captain of the sailing team. For the next ten years when Fred wasn’t busy bringing boats like the J/24, the J/30 and other Johnstone designs to the attention of the racing world of sail, he was competing on the Swan/Rolex circuit. Then Fred got into race cars. To support this habit Fred taught at Ferrari club events at Watkins Glen. Of the latter activity Fred says “Teaching is how a lot of us not-so-filthy rich help fund their racing habit.” He also says that “Compared to sailboat racing it [racing automobiles] is
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actually not all that costly.” From the above it is obvious that Fred deNapoli is seriously into racing, whether
it be boats or automobiles. As of this writing Fred is in the process of replacing a J/37 with a J/105. He says the latter boat is easier to sail and maintain. As for race cars, Fred’s current vehicle of choice is a BMW. Fred deNapoli wasn’t always to be found in the vicinity of top-of-the-line racing sailboats and race cars. Back in the late 1960s he was more than likely to be found in a barn on the grounds of North Yarmouth Academy working on a couple of ancient Lightning sailboats. North Yarmouth Academy was given one Lightning boat during the winter of 1967, and a second a bit after that. The two Lightnings were a stark contrast to each other. Simply put, the first was in awful shape. At least that is my assessment, and I was the academy teacher who volunteered to start a sailing program
with the craft. Rick Liberali, who joined Fred DeNapoli working on the Lightnings and who recently wrote me, remembers the first as “a floating hunk of junk.” I volunteered to oversee the sailing program because I love anything that will get me out onto the water. Fred and Rick likewise loved the water, and were two of some fifteen or so similarly inclined students who at one time or another were drawn to the endeavor of making the donated Lightnings into quasi-serviceable racing craft. The work on the Lightnings began in the spring of 1967. A mix of day or commuter and boarding students “came out” for sailing to prepare the boats for competition. “Came out” is the proper term here because sailing, though a club, (Continued on page 10)
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(Continued from page 9)
counted as a seasonal sport like track and field or baseball. (All academy students were expected to go out for a sport each fall, winter and spring.) As far as any possibilities of competition for the fall of 1967 were concerned, however, that was wishful thinking. The same proved true for 1968. The spring of 1967 and then the following fall the Lightnings — especially the first one the academy acquired — proved themselves a learning experience in boat resurrection rather than serving as an entreport to the waters of the Harraseeket at South Freeport and beyond to Casco Bay. Some of the students who opted out of the academy’s regular athletic program to work on the Lightnings brought a fair amount of marine experience with them. It was a good thing, too, because I had no knowledge of such maritime niceties as fiberglassing, and we had to fiberglass the entire bottom of the older Lightning and then the deck of the newer one. The mix of students who were at one time or another somehow involved with
The Lightning North Yarmouth Academy’s Lightnings included several with distinct ties to local waters. Bob Kaylor was from South Freeport. So was Tom Ring. Both knew their way around the Harraseeket. Tom brought more practical knowledge of boat maintenance than anyone. He was “South Freeport smart.” Tom and Fred deNapoli were known to be the best sailors. Phil Hoyt, Bob Kaylor and Peter McCarthy were reliable crewmen. The rest
of the crews were chosen by weight. They included Bob Fay, Tony Church and Mike Hallgring. But long before choosing boat crews was a reality, the two craft had to be made seaworthy. At various times a couple of students who were Bustins Island boys, Crawford Taisey and Booty Sewell, volunteered time to work on the Lightnings. One afternoon Crawford and I took the academy truck, an old Jeep, to Scarborough to pick up some tack for the older Lightning. We were on I-295 when the hood of the Jeep flew up, completely blocking the view of the highway. Fortunately, I was able to pull to the side and we suffered no ill effects except to our nerves. We tied the hood down with rope before continuing on our way. It was the way everything connected with the Lightnings seemed to go. In the spring of 1969 North Yarmouth Academy took part in two regattas, away and home. The at-home race took place at South Freeport. The competition for both encounters was Bridgton Academy. North Yarmouth won both. The away regatta came first.
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The trip to Bridgton was something of a nervous affair. Bridgton was an all postgraduate school, and the North Yarmouth sailors were undergraduates. The youngest was either Mike Hallgring or Jeff Lord. My memory tells me one if not both were eighth graders. Bridgton had what could only be called a flotilla. The boats were spanking new Widgeons. Tommy Ring and Fred deNapoli captained the two North Yarmouth teams. Both beat the Bridgton boats in summary matter. The race at South Freeport came a couple of weeks later. Because of the disparity in the relative speeds of our two Lightnings, the outcome of North Yarmouth’s regatta was a matter of time and switching boats. Each team sailed twice and in each Lightning. North Yarmouth had the best adjusted times for all races. That the Bridgton sailors were not all that impressed with the old Lightnings is a bit of an understatement, to say the least. Their trip to South Freeport did have a highlight, though. Fred DeNapoli
had brought his own boat, a Jollyboat, to the academy that spring. None of the Bridgton sailors had ever seen anything like it. The Jollyboat is a British 17-foot, hotmolded, plywood design. It is a dry-sailor. That means it is hauled out of the water at the end of each day. Jollyboats don’t have bottom paint, subsequently providing added speed. According to Fred the only place there were any number of the incredibly nimble crafts this side of the Atlantic was the Marblehead Yacht Club, where a small fleet of them raced. The Bridgton student-sailors all got an opportunity to sail Fred’s boat. I left North Yarmouth at the end of the 1968-69 school year. The following year the academy purchased or was given a number of Widgeons. As to the Lightnings, no one seems to have any idea what happened with the old boats that a goodly number of devoted student-sailors labored on and over. There is an addendum to this tale of sailing days at North Yarmouth Academy. In 1974 Fred deNapoli donated his Jolly-
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boat to North Yarmouth. Some ten years ago he was in a boat yard in Marblehead. It was the same yard where his Jollyboat had been purchased some thirty or more years earlier. There he saw the boat he had donated to the academy. It had been stolen. Fred reported the theft to local police. He was told North Yarmouth Academy had to file a claim. When he contacted the academy he was told there was no sailing program and that there was no interest in reclaiming the Jollyboat that had been the hit of that long-ago 1969 North Yarmouth Academy regatta. Fred commented on the matter with “It is uncanny my old boat appeared in the same boat yard it started from.”
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— Mid-Coast Region —
View at Harpswell. Item #100979 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
Pejepscot Historical Society
Office of
Joshua L. Chamberlain Museum
Cornelia C. Viek, CPA
Experience the history of the Brunswick area!
Home of the Civil War hero, governor & Bowdoin College president
226 Maine Street • Open until Columbus Day Tuesday thru Saturday: 10-4
Summer at the Theater Project OLIVIA - Theater Camp for Kids
June 27 - July 1 • 9:00-Noon, Monday - Friday Ages: 6-8 •Cost: $150
INTRO TO THE ARTS
July 5-8 • 9-11am, Tuesday - Friday Ages: 5-year-olds only • Cost: $80
TWELFTH NIGHT - Shakespeare Project
July 5 - August 14 (Performances Aug. 5, 6, 7, 12, 13, 14) 4-7pm, M/T/W/Th • Ages 13-18 • Cost: $400
STUART LITTLE
July 11-24 (Performances July 22, 23, 24) 9am-3pm, Monday - Friday •Ages: 9-12 • Cost: $400
Pejepscot Museum
Changing exhibitions & local history research center
159 Park Row • Open until Columbus Day Mon. - Sat., 10-4; rest of year: Mon. - Fri., 10-4
Skolfield-Whittier House Museum Travel through time in the home of sea captains & physicians
161 Park Row • Open until Columbus Day Thurs., Fri., & Sat., with Tow Tours Daily, 11am & 2pm
725-8982
www.pejepscothistorical.org
5 Bank Street • Brunswick
Or visit the website:
Find out why Money* magazine calls Brunswick THE best place to retire in new England! Be a part of a community of owners with a choice of an apartment or private home. Enjoy maintenance-free living, the convenience of full services and the security of on-campus health care including assisted living
July 25-30 (Performances July 29, 30) 9am-3pm Mon.-Fri. • Ages 13-18 • Cost: $200
BEAUTY AND THE BEAST
August 1 - 5 • 9am-Noon, Monday-Friday Ages 6-8 • Cost: $150
207-729-8584
www.theaterproject.com The Theater Project
14 School Street • Brunswick, ME 04011
• Individuals • Small Businesses • Partnerships • Corporations • Estates & Trusts
(207) 729-6606
For more information, call:
BOXERS, A COLLECTION OF SHORTS
All Tickets at:
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ï One mile from Bowdoin College
July 2000 Money Magazine
25 Thornton Way, #100 • Brunswick, Maine 04011
Contact Henry at 207-729-8033 • 800-729-8033 www.thorntonoaks.com
— Mid-Coast Region —
Discover Maine
13
Remembering Brunswick’s Merrymeeting Park Lavish amusement park, casino, and zoo operated for just nine years by James Nalley The casino at Merrymeeting Park
I
t was July of 1898, and as the electric streetcars passed through the towns of Brunswick and Bath, each was filled to capacity. The five-cent ride included admission to one of the most anticipated events in the region — the opening of Merrymeeting Park. Advertisements in the Brunswick Telegraph described it as a “magical place that was fun from start to finish.” For the time period, it was beyond belief. It included a fourstory Casino with two dining rooms for
up to 600 guests, a spectacular zoo, a dance pavilion for hundreds of couples, a 4,000-seat amphitheater, miles of walking trails and even a pond where visitors could go rowing. It was truly one of the highlights of the area. But as “movingpicture shows” and relatively affordable automobiles took customers away, the park began to struggle financially. It eventually closed its doors and sold its remaining assets nine years later. Located between the banks of the An-
droscoggin River and Bath Road, the 140acre amusement park was created by an Irish immigrant, Amos F. Gerald. With plans of amassing a fortune in addition to his wealth from the Lewiston, Brunswick and Bath Street Railway, he tried to outdo the other amusement parks such as Riverton Park in Portland and Casco Castle in South Freeport. According to the historical booklet Merrymeeting Park 1898 by researcher Christopher Gutscher, “Amos Gerald had grand ideas, but the popula-
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CAPTAIN MIKE’S
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729-3364 or 1-800-457-3364 U.S. Route 1, Just off I-295, Exit 28 • 130 Pleasant Street, Brunswick, ME 04011
Discover Maine 14
— Mid-Coast Region —
roundings as well as two large dining a “Merrymeeting Cigar” for 10 cents (Continued from page 13) tion of Brunswick was too small to sup- rooms that served at least 600 guests. The while the ladies could enjoy one pound of port financially such an impressive park. Brunswick Telegraph writes, the dining freshly made chocolate for 20 cents. For Even with the trolleys from Lewiston and rooms provided “fine table service and el- entertainment within the Casino itself, Portland (a three- or four-hour trip) there egant cooking.” The affordable menu op- guests had a choice of four different gamjust were not enough people. He may have tions offered guests a variety of choices ing rooms complete with cards, board built it on such a grand scale to games, roulette wheels, dice and show people that he wasn’t one The affordable menu options offered guests a other games of chance. For more of the poor Irish immigrants less risky forms of entertainment, variety of choices including “a regular shore common at that time.” there was also a bowling alley and a dinner” with a choice of lobster or broiled And grand it was. Most visitors chicken as well as soups, breads and dessert, all billiards room. who arrived by trolley were welOutside of the casino, the propfor 50 cents. For those wishing to “splurge,” it comed with a view of the park’s erty was spectacular. There were also offered the European menu that included centerpiece — the four-story landscaped lawns, rock-lined walkCasino. As Gutscher states, “The fresh “steaks or chops, game or broiled lobster, ing paths that each led to one of crabs and clams, all for 75 cents.” casino, situated on the highest the park’s six scenic bridges. It also point on the grounds, was included an open-air amphitheater thought by many to be the main attrac- including “a regular shore dinner” with a that offered seating for more than 4,000 tion, with its view up-river probably the choice of lobster or broiled chicken as people in two different sections. Accordmost admired. It even boasted a view of well as soups, breads and dessert, all for ing to Gutscher, “Two log cabins on eithe White Mountains on clear days. It ap- 50 cents. For those wishing to “splurge,” ther side of the stage served as dressing pears to have been about 200-feet long it also offered the European menu that in- rooms and fit nicely into this woodland and at least 65-feet to the top of the cluded fresh “steaks or chops, game or setting. Here, big name vaudeville acts, cupola.” It also had two verandas that of- broiled lobster, crabs and clams, all for 75 various band concerts and occasional fered visitors spectacular views of the sur- cents.” Afterwards, gentlemen could enjoy Sunday morning sermons were heard. Re-
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— Mid-Coast Region —
served orchestra seating was 10 cents.” The park also offered visitors an amazing zoo that included many common and unusual animals. According to an 1898 annual report by the New York Department of Parks, “At Merrymeeting Park, Maine, were purchased three buffaloes, two adult woodland caribou, one antelope, three elk, three white-tailed deer, one black bear, three gray wolves, two foxes, three raccoons and three porcupines, all of which were in fine condition and added to the groups of those species already on hand.” Other enclosures included animals that ranged from hawks and peacocks to baboons and snakes. Gutscher states, “Other attractions and activities in the park were the boat house museum… a pair of white (high) diving horses, picnics, dances, greased pig contests, and almost anything else imaginable in such large, well-groomed grounds.” To top it all off, visitors could take a relaxing boat ride while watching the evening’s exciting fireworks display.
But despite all of the grandeur and rave reviews, the park was officially closed after the 1906 season. Although the park had been an immediate success, it could not compete against the rise of two popular additions in American culture — the development of moving-picture shows and the automobile. The popularity of these “affordable horseless-carriages” offered people more opportunities to go where the streetcars did not. As Gutscher writes, “The Park closed not because of any one event, but because of a series of changes. From the day of its conception, it was a losing proposition.” After the park closed, the animals were sold and any possible equipment was salvaged by the trolley company. The grounds remained open only for picnics but it was not the same. In 1914 the property was sold, the Casino was demolished, the ponds were drained, the grand entrance was hauled away, and it all became just a former memory. Today, the former park location is near the present-day Merrymeeting Plaza and
Discover Maine
15
its former entrance is approximately 100 feet to the east of the Autometrics building on Bath Road. Brunswick’s walking path now crosses over the hill where the Casino was once located and Route 1 also splits what would have been the amphitheater and the zoo. As Gutscher states, “A few of the paths are still visible, but besides these few reminders there is not much tangible evidence left from its nine years of operation.” But perhaps through preservation efforts of vintage photographs and postcards, the Merrymeeting Park will always remain a piece of Brunswick history where families once enjoyed an exciting summer afternoon back in the “Golden Age.”
Other businesses from this area are featured in the color section.
Ed Bouchard Electric, Inc. Master Electrician
Check out our residential summer property listings! Helen Fox
Your Full Service Realtor
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ROY’S TIRE & AUTO SALES
LEE’S TIRE & SERVICE Route 196, Topsham • 729-1676 Cooks Corner, Brunswick • 729-4131
Roy Letourneau, Proprietor ~ Good Quality Used Cars & Trucks ~ ~ Full Tire & Car Service ~
666-8271 Route 125 • Bowdoin Center
Discover Maine 16
— Mid-Coast Region —
Post Office at Orr’s Island. Item #102040 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
BARN DOOR
café and baker y • coffee • baked goods • • fresh made soups • • sandwiches• salads •
CATERING FOR ALL OCCASIONS open monday-friday 7AM-6PM saturdays 9AM-3PM
4 BOWDOIN MILL ISLAND (AT THE FRANK WOOD BRIDGE) TOPSHAM, ME 04086 PH
721-3229
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SCOTT BURNS
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www.scottburnselectric.com
COMMERCIAL LAUNDRY • Experienced • Professional • Dependable • References Available
729-9626 C&D Laundry
Open Daily from 5:30am to 2:00pm Open Thursday & Friday til 9:00pm
Daily Specials Fresh Baked Breads • Homemade Desserts Beer, Wine & Mixed Drinks • Take Out Service
Ph 207-729-9585
Topsham Fair Mall • PICKUP/DELIVERY
TOPSHAM RENTAL CENTER Penske Truck Rentals
Renting Most Everything For Your Convenience We Service Small Engines and Equipment Homeowner Contractor Commercial Authorized Dealer for Country Clipper Mowers,
AGENT FOR CRUISE AMERICA RV RENTAL
798-4546 214 Topsham Fair Mall Road
OPEN: MON THRU SAT 7:30am - 5pm
www.topshamrentalcenter.com
— Mid-Coast Region —
Discover Maine
17
Captain James “Shotgun” Murphy And The Shenandoah of Bath Commander of the largest ship of its type in the world by Matthew Jude Barker ne of the many famous sea captains along the coast of Maine in the late 19th century was Captain James F. “Shotgun” Murphy, a native of Bath. He was the commander of the well-known four-masted bark Shenandoah, which plied the waters from Maine to Peru and San Francisco. James F. Murphy was born March 31, 1850, in Bath, the son of Capt. James F. Murphy (1825-1879), a prosperous Irish shipmaster from Cape Breton Island, and Mary Jane Sewall, a member of the renowned shipbuilding family of Bath. He attended local Bath schools as a young boy and then went before the mast at the age of thirteen. Murphy quickly rose up the ranks and was made a captain of his
O
own ship in 1871 at the age of only twenty-one. He commanded the ships David Brown, Alexander, North Hampton, Yorktown, and W. F. Babcock, before taking command of the Shenandoah. James married Miss Maria Sarah Higgins of Bath in 1874, and they had three children, including Jennie, born in 1877 in Peru on one of her father’s voyages to that distant port. In 1880 he was taking care of his wife, two children, his widowed mother, a sister Maud, and a brother William, only fourteen. His sister Nellie, who had married Roland Clapp, another master mariner, also resided with them with her own family. On November 26, 1890 a 300-foot-long four-masted bark or “shipentine” chris-
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Only the freshest lobsters shipped year round in the U.S.A. (207) 721-0472 www.hawkeslobster.com
Mon. 6am-8pm Tues. & Wed. 6am-2:30pm Thurs. 6am-8pm Fri. & Sat. 6am-9pm Sun. 6am-2:30pm 49 Topsham Fair Mall Rd., Suite 14, Topsham
729-5366
tened the Shenandoah left its construction site along the Kennebec River in Bath under the command of Captain Murphy, who had overseen the rigging of the vessel and had made sure she was “sparred right.” The ship, built by Arthur Sewall & Company, was the largest sailing vessel ever built in the country at the time, with a beam of 49 feet, 1 inch; a depth of 28 feet, 6 inches; and a gross tonnage of 3407. It had cost the Sewalls $150,000 to build. For many years its portrait appeared on all master mariners’ licenses. The ship arrived in New York Harbor on December 16 to load cargo for San Francisco. Many old salts swore that a ship that massive would be hard to maneuver in the (Continued on page 18)
Since 1974
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SO F ROUTE 24 INT ROAD OF L PINKHAM PO E. HARPSWEL
Block & Tackle Restaurant “A Small Town Restaurant” Homemade Specials Daily Fresh seafood cooked the way you like it! Lobster Served Six Ways
Open Mid May to Mid September Monday - Friday 11AM - Closing Saturday 7AM - 8PM • Sunday 7AM-4PM
843 Cundy’s Harbor Road, Harpswell
Discover Maine 18
— Mid-Coast Region —
(Continued from page 17)
deep sea, but Murphy would later boast that she “sailed like a knockabout sloop in any kind of weather,” and “that the reason she handled so well was because [he himself] directed just where the masts should go.” He would command her for more than eight years and often raced her from New York to San Francisco or from San Francisco to France. In March 1892 Murphy raced her against two ships, the Carleton and the Tam O’Shanter, but lost $3000 altogether in bets he had made on the race. According to writer Richard B. Noble, Captain Murphy, who received his agnomen perhaps from his daring exploits in racing, was “a hearty Irishman, quick-witted, with a natural talent for the sea. It wasn’t long before he developed into one of the most efficient captains in the Cape Horn trade. He was popular with ship owners because he was a good money-maker, and his passages were as short as possible. He was a hard driver who got the most out of his ship and his crew.” Noble also wrote that “some of his officers were real ‘buckos.’ They could fight their way with fists from one end of the forecastle to the other — and most of them enjoyed it” (see Only In Maine, Selections From Down East Magazine, Duane Doolittle, editor, 1969, p. 20). During the Spanish-American War, in July 1898 “Shotgun” Murphy was chased and fired at by a Spanish warship off the coast of Ireland. At the time, it was his custom to fly an Irish burgee or flag — green, with a yellow harp — below the Amer-
ican flag when entering port. Although Murphy was half-Yankee, he could never forget his rich Irish heritage passed down to him by his father. One Johnny Clark actually wrote a sea shanty about Murphy, the Irish burgee, and the Shenandoah: “It’s of a famous American ship, for New York we are bound; Our captain being an Irishman belonging to Dublin town, And when he gazes on that land and that city of high renown, It’s break away that green burgee and the Harp without a Crown. It was on the seventeenth of March we arrived in New York Bay Our captain being an Irishman must cel-ber-ate the day, With the Stars and Stripes high up aloft and fluttering all around, But underneath his monkey-gaff flew the Harp without a Crown. Now we’re bound for ‘Frisco, boys, and things is runnin’ wild. The officers and the sailors all drunk, and I think they are combined. We’ll wash her and we’ll scrub her down, and we’ll work without a frown, For on board of the saucy Shenandoah flies the Harp without a Crown.” Johnny Clark, of course, took many poetic licenses in penning this ballad, but he made Captain Murphy and his ship even more famous, if that were possible (the song was printed in Roll and Go, Songs of American Sailormen, Joanna C. Colcord, 1924, pp. 9394). The Shenandoah, whom an English magazine called “in all probability the last of the beautiful American sailing ships built of wood,” was laid up in San Francisco from July 1907 until February 1910. Captain Murphy soon after sailed her on her last
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New Meadows
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96 Front Street, Bath, ME 04530
(207) 443-9338
bathbook@comcast.net Hours: Mon.-Sat. 9:30-5:00 • Sun. 9:00-1:00
• Home Baked Goods
CABIn PIZZA?
BOSTON GLOBE “One of the best in new England!” PORTLAND NEWSPAPER “The only real pizza in Maine.” DOWNEAST MAGAZINE “About as good as it gets in Maine.” OFFSHORE MAGAZINE “A local tradition. Some would argue the best pizza in the entire state of Maine.”
THE CABIn BRICK OVEN PIZZA SINCE 1973 PASTA • SANDWICHES DINE IN • TAKE OUT LOCAL DELIVERY AVAILABLE
156 New Meadows Rd. • West Bath, ME 04530
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— Mid-Coast Region —
Discover Maine
19
Columbia Hotel, Main Street, Bath. Item #100076 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org voyage. The beautiful vessel came to an ignominious end. She was “cut down for a coal barge;” she carried out this service for the next five years, until she foundered off Fire Island, New York, after being rammed by a steamer on October 29, 1915.
Captain Murphy continued to operate and command Sewall-built and owned ships for the remainder of his days, including the Arthur Sewall. He passed away in Bath in 1912 at the age of sixty-two, after spending 48 years at sea, 38 of them
GENE REYNOLDS & SONS PAVING
— Recycled Goods —
Antique Chair Caning
BUY’N • SELL’N TRADE’N
Rt. 1 • Woolwich, Maine
207-443-2732 Just over the Bath bridge on the right
Are you hiding what we’re looking for ?
Other businesses from this area are featured in the color section.
ASPHALT
ED’s Stuff Coins • Currency • Vintage • Tools Reproduction • Hardware Books • Furniture
as master. His kind will not be seen again.
Our 35th year! Norma Scopino Coastal Rt. 1, Woolwich, ME (between Bath & Wiscasset)
Open May thru Mid-October Fri., Sat. & Sun. 6:30 a.m. - 3:00 p.m. Wed. Antiques Day 5:30 a.m. - 1:00 p.m.
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Hot Top Driveways & Parking Lots Over 40 Years In Business FREE ESTIMATES
371-2647 • 371-2744 Sales • Service • Storage Parts • Accessories Evinrude & Johnson Engines E-Z Loader Trailers Over 60 Years Experience We Service What We Sell
443-3022 Share your stories with us! Discover Maine Magazine (207) 874-7720 • 1-800-753-8684
126 US Rt. 1 Woolwich, ME
Discover Maine 20
— Mid-Coast Region —
Company A, 30th Maine Picture found in antique store leads to story of Civil War regiment by Albert D. Manchester y the 7th of April, 1864 a 30,000- twenty mites to the rear of the main for a little shuteye that just couldn’t wait man Union army under Nathan Union force, trudging along as guards for for a warm bed. Banks had advanced over two some supply wagons. Rain fell. The narCompany A of the 30th Maine came hundred miles across the rich flats of row road through the pine woods dis- into my life a few years ago when I enlower Louisiana. The army approached solved into a soupy red ditch. Wagons tered an antique store in search of a large Sabine Crossroads, just fifty mites picture frame. I spotted a likely short of its goal, Shreveport. This The men of Company A seemed to talk to frame in a corner against a brick was the Red River Campaign, part wall, several smaller ones stacked me from the wall, asking me to come and of a one, two, three punch deagainst it. The frame looked about signed to knock the Confederacy see where they marched, where they fought. the right size for what I had in In the end, they would not be denied, and mind, so I worked my way back to out of the war. While Grant and Sherman pushed in other quarprobably with good reason; the memorial it. The glass was layered with ters, Banks was to move up the decades of petrified attic dust, the may be the only tangible evidence left Red River, thereby cutting off the subject under so obscured that I of Company A Transmississippi Confederacy. couldn’t tell what it was. But the Until now the Confederates, here frame was undeniably handsome, mostly men from Texas and Louisiana, mired. Night came on. The entire column dark walnut with gilt edging next to the had withdrawn in front of the Yankees. sucked to a halt. Company A sloshed off glass, certainly worth the $1.95 the storeCompany A of the 30th Regiment, into the woods. The men stretched out in keeper was asking. However, as if I might Maine Veteran Volunteers, was about puddles under the dripping trees, trying not find the price of the frame itself
B
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— Mid-Coast Region —
Portion of the Company A memorial. (Author photo) sufficiently attractive, I felt drawn to discover what lay beneath all the crusted dirt. I scraped away at the dust at the top of the glass. And there, at the bottom of the
shallow section I had dug, I found Company A. I had seen memorials for other Civil War organizations, so I knew what this was: the roster of all the men who
Freddie’s
K.D. Welding
Service Center • Wrecker Service • Body Shop • Used Car Sales • Repair Service
Discover Maine
21
had served in the outfit during the Civil War, their battles, the men who were promoted, killed, wounded, captured, dead of wounds, the names of men who deserted along the way. I carried the 142-men Company A home with me. I knew they would be more comfortable hanging in my office than leaning against the brick wall in that dreary store. Taken apart and cleaned, the memorial makes — as a gun collector might say — a beautiful wall-hanger. A provocative wall-hanger, as it turned out. The men of Company A looked down at me where I work. (I’m a writer. Most of my articles are for car and motorcycle magazines.) Now and then I would pause to study the memorial. I like the old American names: Bowman Cooper, Ronnells B. Keene, Seth Goldthwait; Ephraim Winship, Corrydon L. Hyde. Captain Horace C. Haskell was company commander. The names evoke in me a feeling for an earlier America, an almost vanished America. (Continued on page 22)
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Discover Maine 22
— Mid-Coast Region —
(Continued from page 21)
Crossing, Mansura Plains, and Deep Bottom, Virginia. I’m sorry to say those names meant nothing to me. And I wondered why not; I had read a lot about the
I could read on the memorial that Company A had engaged in battles at Sabine Crossroads, Pleasant Hill, Cane River
Portion of the Company A memorial. (Author photo)
Carl M. P.
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J & B Marine Service, LLC Bruce McColl, owner/operator Selling - MerCruiser LoadRite & American Trailers Mercury & Yamaha Outboard Motors “Servicing All Major Brands” BROKERAGE BOATS FOR SALE
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Civil War. Obviously I had missed something. But the men of Company A seemed to talk to me from the wall, asking me to come and see where they marched, where they fought. In the end, they would not be denied, and probably with good reason; the memorial may be the only tangible evidence left of Company A. Apparently they wanted their story told, even if its absence left no glaring gap in the history of the war. Slowly — they had time on their side — they goaded me down the arduous research road. Although I’m no Civil War buff, I am a good researcher, so possibly it wasn’t entirely by accident that Company A’s memorial fell into my hands. Discovering the exploits of Company A was not easy. The 30th Maine, unlike most of the outfits which fought in the more fateful battles in the East, did not produce a regimental history. I had to trace the story of Company A through the National Archives, West Point, several Maine historical societies, many of the
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128 volumes of War of the Rebellion: Official Records of the Union and Confederate Armies, and several public and college libraries. It turned out to be a pretty good story, just as the boys of Company A had been telling me. So far, until the 8th of April, the Red River Campaign had been a pushover for Nathaniel Banks. So far. Possibly he was feeling just a little uppity on the 8th as his army moved up to Sabine Crossroads, where the Confederates, under Major General Richard Taylor, awaited him. Dick Taylor was a classics-reading plantation owner from Louisiana, a cultured farmer who had studied the ancient wars for his own amusement, a brave, intelligent, audacious man who had learned modern warfare on the Peninsula and in the Valley with Jackson. He was everything that Nathaniel Banks wasn’t. Taylor’s troops, the boys and men from Louisiana and Texas, were disgruntled, and just damned tired of backing up. They made a lethal team. Early on the 8th of April the advance
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guard of the Union force bumped into the waiting Confederates. This time the Southerners didn’t slip away. The Battle of Sabine Crossroads stuttered to life there in the pine woods and clearings along the road. The 30th Maine was ordered to the front; Company A sloshed up the muddy track toward the muttering guns, toward their first fight. Beyond Mill Spring, still several miles from the front, Company A had to push its way through fleeing Union soldiers. Wagoners rode by on their mules, artillerymen galloped past on their horses. Their comrades from other units of Banks’ army ran by them in panic; everybody heading for the rear, running through the trees and down the muddy road as fast as their legs could carry them. Even troops as raw as the men of Company A could see that something had gone awry. What had gone awry was that at four o’clock Dick Taylor had unleashed his troops and put them into the attack. The Yankees had been sucked in far enough; now it was time to take them apart.
So that was how Company A went into battle for the first time, the men forcing their way to the front through a routed army. Nearing the fight, the 30th Maine filed into the woods on the left to form a line with the rest of their brigade. Some of the Yankees were determined to save part the day. The 30th fell in on the left flank just behind the 165th New York, in a pine wood and just at the edge of a large, open field. Now the fire from the Confederates became “galling.” The 165th New Yorkers collapsed and fell back through the 30th Maine. The boys from Maine held and then even moved forward to check a Rebel flank attack. The Battle of Sabine Crossroads sputtered out in the darkening woods. Taylor had everything he needed for the day; that last effort on the Union flank had been to secure a creek, the only water in the area. Sabine Crossroads was as close to Shreveport as Banks would ever get. At midnight orders to retreat came up through the pine woods to the 30th
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for about two hundred and fifty yards to almost as furious as the one at Sabine (Continued from page 23) Maine. Company A saddled up in the dark some dark woods, and their immediate Crossroads. Charging with downhill moand moved off, to the fading sounds of field of fire was somewhat obscured by mentum, the Confederates were soon Taylor’s lean army reveling over captured shrubs and bushes. The ground also crossing Dry Run or fighting hand-tosupplies. sloped up behind them, to the village, to hand for its possession. When the New Well, the men of the 30th Maine might their artillery and reserve infantry. Com- York regiments to their right gave way, the have thought, it was just one fight. There pany A settled in to sleep and cook, and to 30th Maine was forced pull out, too. They would be others and then the Rebels await the arrival of Taylor’s army, if they retreated to the village where they fell in would see what kind of stuff they were with two divisions of Western troops made of. But some of the men may have under A.J. Smith. It was a seventeen-mile march through the felt just a might chastened; some men The Confederates continued their black night to Pleasant Hill, a scattered had been killed in the woods back there, charge across the Union front, now village on high ground where Banks had including company A’s Oscar Johnson, showing their right flank to A.J. Smith. decided to re-group. Company A staggered into who is probably buried there, someplace. Smith’s divisions, including the 30th town at about 9:00 a.m. on the 9th of April. It was a seventeen-mile march through Maine, charged over the brow of the hill the black night to Pleasant Hill, a scatand hit the Confederates with a fury that tered village on high ground where Banks were coming. Yep, they were coming. even Richard Taylor would have admired. had decided to re-group. Company A Union skirmishers were driven out of They rolled up the Rebels, pushing them staggered into town at about 9:00 a.m. on the woods in front of Dry Run at about across Dry Run and through the woods, the 9th of April. The 30th Maine was or- 5:00 p.m., followed quickly by two lines of licking them fair and square in a hot fight. dered to take up a position on the left Confederates who advanced obliquely Banks now made what was probably the flank, in and behind a ditch called Dry from left to right across the Union front, single most important decision of the Red Run. delivering a hot fire as they charged River Campaign — he decided not to purIt wasn’t a good defensive position, al- through clouds of gun smoke. sue Dick Taylor’s army. In spite of mutithough the ditch did provide some cover. The Yankees returned the fire, but the nous talk among his more combative The ground sloped up in front of them opening Rebel charge at Pleasant Hill was officers, he thought he’d had enough. In
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two days and in two battles, his force had narrowly escaped disaster. He wanted to pull out altogether. Like so many officers of the Civil War, Nathaniel Banks was a political appointee, but a man with neither the brains nor guts to compensate for his lack of military training. His men often referred to him as “Mister” Banks. At 1:40 a .m. on the 10th of April, Company A saddled up again and moved out with the rest of the army, heading back the way they had come. Company A’s Pvt. Joseph M. Curtis stayed behind at Pleasant Hill permanently. The Union troops retreated to Natchitoches, where they rested until the 21st of April. Nathaniel Banks, certainly a fish out of water, was not an unkindly man. However, this pause at Natchitoches gave Richard Taylor just enough time to move a force around the Yankees and block the ford at the Cane River. Taylor reckoned he could stop Banks at the Cane River and then chew him up in detail. Taylor, a consummate soldier, although himself but a civilian soldier, was not altogether con-
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timber. They charged across the field with heavy knapsacks and wet feet, and as they neared the bluff they started taking casualties. Now, in what was probably the most dashing Union feat of the campaign, the Yankees formed up again, under fire, at the base of the bluff and then went irresistibly up and over, pushing the Rebels off the heights in one charge. Company A’s Charles B. Davis fell at Monnett’s Bluff and the 30th Maine’s commander, Colonel Francis Fessenden, left his right leg there. Company A’s casualties from Sabine Crossroads to the Cane River Crossing, besides the men killed in action, were five missing and sixteen wounded. The Union army kept on retreating in spite of their apparent ability to handle the Rebels roughly when they wanted to. And the ever tenacious Dick Taylor threw another block in front of them, this time at Masura Plains on the 16th of May. The opposing armies drew up and faced each other across the wide plain, and the artillery thundered back and forth, and then
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cerned about how tired his men might be getting when there were still Yankees on the field. The Rebels occupied the heights of Monnetts Bluff on the other side of the Cane River. If the Yanks wanted to get home, they’d have to cross the river and push them off, which they set out to do on the 23rd of April. This time the Yankees were inspired. Possibly all they needed was motivation, which by now had become escape. They kept a force demonstrating at the ford while a cavalry feint moved downstream to their left. The real attacking force, of which Company A was part, moved to the right and forded the river out of sight of the Rebels. Now on the same side of the river as the Confederates, they formed a line and moved through a marshy piece of hardwood growth until they came to a broad, green field. Monnett’s Bluff lay about a quarter of a mile across that field. The 30th Maine was again on the left of the Yankee line. The Union force climbed over a rail fence and over fallen, tangled
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(Continued from page 25)
battles, his men deserved better. A.J. Smith’s troops held Banks in utter disdain. The 30th Maine went into camp at Morganzia where disease and summer heat killed off some of them, including Company A’s Sgt. Charles Jordan and Cpl. Alvah H.S. Garcelon. The disastrous Red River Campaign was over but the war wasn’t — the 30th Maine sailed to Virginia. Company A went into line at Deep Bottom on the 24th of July, just in time for the Petersburg mine assault planned for the 30th. The fight at Deep Bottom was a diversionary engagement coupled with the mine assault. The 30th Maine held a picket line here against serious opposition for twenty-four hours, only to have their relieving regiment lose it. The 30th’s commander had to be restrained from rushing them back into the line in order to save the brigade’s good name. Well, it didn’t make any difference; the Union forces failed to take advantage of the breakthrough at the mine. It seemed to be the destiny of the 30th Maine to be
A.J. Smith’s dependable men moved out and crumpled the Confederate left. Again, for the third time in a row, the Rebels were driven from the field. The implication of this meant nothing to Nathaniel Banks — he just kept right on retreating. Company A suffered no casualties at Mansura Plains. On the 18th, at the Battle of Yellow Bayou near Simmsport, they were simply held in reserve. And it was near Simmsport that the 30th Maine was put to work helping to cross the army train over the flooded Atchafalaya River. Practical New Englanders, they did what they were best at — making a bridge which was accomplished by anchoring river boats together and planking them over. While the escape route was being bolted and nailed together, Smith’s boys did what they were good at — holding off Dick Taylor’s army. Once across the Atchafalaya Nathaniel Banks could at last give vent to a sigh relief. He had escaped! After winning most of the
involved in disasters and futile ventures. Deep Bottom was the end of the hot war for the 30th Maine. Company A spent the rest of the war marching up and down the Shenandoah Valley, guarding stores and escorting supply trains. The 30th Maine was honorably discharged from service on the 20th of August, 1865. Thirty years after the war one of the middle-aged footsloggers of Company A had his Soldier’s Memorial framed. No doubt he hung it up where visitors could see it. He was darned proud of his part in the war, proud to have been a part of Company A. It was some war; it was worth remembering. And Company A is worth remembering, even if didn’t make the history books. The men of Company A are safe with me. Discovering where they marched and fought was quite an adventure in itself, an adventure I’ll never forget.
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Maine Street, Brunswick.. Item #104555 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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Gold Fever Almost Empties Unity Unity cows helped launch California’s vaunted dairy industry by Ian MacKinnon
W
hen James Marshall found gold flecks in the American River in California on January 24, 1848, his discovery lured many Unity men west to seek fortune and possible fame. Most never returned to Unity, but Charles Taber would later — oh, so much later — write “home” to tell about his one-way journey to San Francisco and the California gold fields. Marshall was a foreman employed by John Sutter, then an entrepreneur building a lumber mill near Coloma in Atla California — technically Mexican territory that January. The United States had recently “thumped” Santa Anna and his Mexican army during the Mexican-American War, but the Treaty of Guadalupe Hidalgo would not cede Alta California to America until February 2, 1848. Americans were already in California in
some numbers, however, and John Sutter was developing a private land empire along the American River. Marshall oversaw a lumber-mill construction project for Sutter, to whom he brought the gold flecks that changed California history forever. Marshall and Sutter tested the shiny flecks, which proved to be gold. Sensing that fortune-hunters would overrun his land, Sutter asked Marshall not to talk about the discovery. Someone did, though, and word reached Samuel Brannan in San Francisco — then a decrepit port — in March 1848. A businessman and newspaper publisher, he opened a store to sell supplies to gold prospectors, then proclaimed everywhere he went that gold had been discovered at Sutter’s Mill. The news sped east; in its August 19th edition, the New York Herald published the
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first East Coast article about California gold. Abandoning home and hearth, Americans, Canadians, Europeans, and even many Asians traveled to San Francisco and kicked off the California Gold Rush. “When gold was discovered in California, Unity, like most other eastern towns, in spite of distance and perils, sent out her quota of men in the great search,” wrote James R. Taber in his “History of Unity, Maine.” In September 1849, while participating in an epic emigration with other “Forty-Niners,” six Unity men boarded the SS Hampden at Bath, “went around Cape Horn,” and arrived “in San Francisco in a little less than six months,” Taber reported. The “Unity Six” were Joseph Bartlett, brothers Button and Crosby Fowler, (Continued on page 30)
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(Continued from page 29)
parted for the Promised Land of California. Some would attain fortunes, a few fame, and many an early death far from Maine. Writing from his home in Grass Valley, California on December 24, 1910 an elderly Charles Taber told his few surviving Unity acquaintances that “I am going to … tell you when, where and how the California gold fever bacillus got into my system, so that as a result I have for nearly 59 years been separated from all my kindred and the companions of my youth.” Taber recalled that in spring 1851, “reports were in circulation of the finding of gold in the northern part of Maine. There was much excitement, and a rush for the [Maine] mines was started.” He and three other Unity men, including an unidentified “hotel keeper,” traveled north to dig for gold. “When we got on the main road up the Kennebec River, we were sometimes in a procession, all bound for the new Eldorado,” Taber remembered. “As we neared the boundary [apparently the Canadian border] we began to meet teams return-
Joseph Rackliff, Stephen Rackliff, and William Weeks. They were followed in 1851 by Joseph Chandler, Gorham Hamilton, and Seth Thompson, and in 1852 by C.E. Mitchell and Charles E. Taber and his cousin, Albion resident Albert Taber. Four years later, Unity sent Burnham Kelly, Joseph Kelly, and Simon Knight to California. Other Unity men possibly emigrated west during that era, but Taber recorded no further westward movement until 1864. That year, “Crosby Fowler [who had evidently returned to Unity], J.F. Parkhurst, and Wilbur Mitchell drove a herd of cattle across the plains, through Kansas, Nebraska, Wyoming, Utah and Nevada — a long, hard journey,” Taber understated the expedition. “The cattle were mostly cows, which were sold to the dairymen,” he wrote, his words suggesting that Unity dairy cows helped launch California’s vaunted dairy industry. Other Unity men headed west, too, and from 1849 to the late 1850s many Maine men fed up with hardscrabble living de-
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ing [empty-handed], and after a brief examination of the mines a little farther on, we, too, turned and wended our way homeward.” After spending three weeks in Unity, Taber decided to join the California Gold Rush. “There was such a rush for California that tickets for passage were sold two or three months ahead,” he wrote. “I paid three hundred and ten dollars for a steerage ticket.” “Steerage” meant an inexpensive berth, not cruise ship accommodations; “my berth was away down in the lower regions of the steamer,” and the ship’s captain evidently packed his passengers tightly, Taber suggested. The ship, called the SS Georgia, “had as many — probably more — passengers as the law allowed,” he explained. The SS Georgia departed New York City on February 24, 1852 and quickly reached warmer latitudes; “by the third night it was warm enough to sleep on deck, rolled in blankets, which I did for the rest of the trip,” Taber recalled. “Food of all kinds was cooked by the barrel, and it didn’t
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come out in a condition to invite. Often I passed through the mess room without taking more than a bite of what looked best, but I had a box of food with me and got along fairly well.” The SS Georgia soon reached Havana and transferred her passengers to the SS Ohio, outbound from New Orleans to the Isthmus of Panama (then Colombian territory). “And such a crowd as there was!” Taber described the humanity packed aboard the SS Ohio. “It was a jam upon decks and between decks and under decks. “Eight or nine days from New York,” Taber and his Unity companions reached Colon on Panama’s Caribbean coast. Passengers transferred to flat cars traveling inland on a 14-mile railroad. Taber recalled that “at one place where a stop was made for water, the engine could not start the train without help, and I was one of a number who got off to help boost.” Reaching a river somewhere upstream, the Forty-Niners transferred to “flat-bottomed boats with a capacity of from six to twenty,” he wrote. Natives “standing upon the board walk on each side of the boat”
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propelled it with poles; “in places where there was considerable current-caused obstruction, and the natives would jump off and push the boat along,” Taber remembered. When the boats could travel no farther upstream, the four Unity men (Taber traveled with his “Maine Gold Rush” companions) hired three mules and crossed the jungle to Panama City in late March 1851. Two California-bound steamers, the SS Panama and the SS Isthmus, were boarding passengers for San Francisco; “our party was taken out to the Panama a mile or so from the shore,” Taber wrote. The SS Panama sailed several hours later than the SS Isthmus, and “we saw no more of her until we were making the Golden Gate,” Taber recalled. His steamer burned fuel prodigiously and stopped to load more fuel (coal or firewood, Taber did not indicate) at San Diego, “then a sleepy little hamlet.” The SS Panama overtook the SS Isthmus on April 1. “It soon became evident that a race was on between the two steamers,” Taber wrote. “The passengers were made
31
to keep in position to maintain an even keel. “Fuel was wanting, and partitions and bulkheads were knocked down and fed to the furnaces [boilers]. Our steamer had a little the advantage, but so little that the passengers were landed at the same time,” he remembered. “But here I am at last in San Francisco,” Taber informed his Unity acquaintances 59 years later. Forty-Niners poured through San Francisco during that era; sometimes a skipper would drop his ship’s anchor, disembark his passengers, and then watch his entire crew abandon ship for the gold fields. Many derelict ships, likely including the SS Panama, wound up as San Francisco landfill upon which buildings and streets were built as the city expanded outwards on its namesake harbor. Charles Taber apparently did well in the gold fields, at least well enough to call California “home” for the rest of his life. Like so many Unity men, he joined a gold rush that lured tens of thousands of men to the American West Coast.
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A.S. Fales & Son store, Cushing. Item #100457 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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A Great Hobby Collecting vintage Maine postcards by Hannah Dougherty Campbell
P
erhaps you sent a postcard or two this summer and perhaps 100 years from now, it will wind up in someone’s collection. How will our world have changed by then? What insignificant fact will you write on the back of that postcard that will amaze future collectors? Years ago my mother told me about the ephemeral aspect of the antique culture. Ephemera refers to any type of paper — old advertising, posters, labels, etc. I never gave it a thought until one day while browsing in a suburban Philadelphia thrift shop I found a shoebox filled with postcards divided by index cards categorized by U.S. states. Hmmmm. We have vacationed on Bailey Island for over 20 years and as small as it is, I doubted there would be any card of my beloved haven, but I checked through the Maine category anyway. With my Irish
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luck, believe it or not, the first card I touched was of Bailey Island, pre-1927. How did I know? There was no Cribstone Bridge! What luck… I was hooked on that first 50 cent card. Turning it over, I noticed the curly fancy handwriting of olden days and just a name, city and state for an address beneath a one-cent stamp. I began to cruise thrift shops for more cards, and through a friend learned about postcard dealers and shows all around the country. Some do mail approvals — you let them know what you are looking for and they send them to you for review (these days some dealers only send photocopies). Thanks to internet sites, one can instantaneously peruse and bid on cards. I still prefer the thrill of the hunt at postcard shows. For a modest entry fee, I’ve even driven two-plus hours north and south to York, Lancaster and Reading Pennsylvania, New York City, or Maryland in hopes of finding an elusive card I want to possess. While in Maine, I catch the shows in Portland — slim pickings compared to states outside of Maine. At card shows one enters a room full of 30-plus dealers selling millions of cards of every category — flowers, pets, holidays, military — I’ve seen it all. I’m like a little kid at Christmas when I’m at a show where dealers discount prices depending on the number of cards you purchase. Serious collectors study each card, offering lesser amounts for those with “mouse bites” or torn corners. Over the years I’ve amassed a collection sent from Bailey, Orr’s, and Harpswell Islands, and a few from Cundy’s Harbor, Haskell Island, and Brunswick. The writer’s handwritings are distinctly formal and beautiful. Their heartfelt words resonate today, and here is a sampling: “We have come here in a boat. It is a beautiful place and we are delighted with it. The people
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are charming. Everywhere the views are beautiful. I’ve never seen so many wild roses along the roadside and thru the fields.” “Went to a dance last night at Library Hall and had a lot of fun. I had to be a man, though, they are so few and far between. What a place to stay. Cool, quiet.” “Have had a great deal of fog as usual. Yesterday the surf was grand. Today we are going on one of the steamers, have dinner, then return this p.m. Have been spending a glorious week here at Bailey Island. The moon, surf, rocks and everything are just fine. The rocks and surf would go to your heart.” “Well, I am really here and am just crazy about it. Wish you could smell this great air. I feel 10 years younger already. We walk, pick berries, read, and knit. Can you imagine a place as wild and lonely as this looks? Most of the shore is like this and the island is astonishingly quiet and peaceful. Took a trip over to Orr’s Island the other day. Bailey’s wants a bridge with Orr’s, but the fishermen object. A little ferry, a rowboat crosses now.” “Today it is very cold. There is a storm at sea and the ocean waves come right to the porch. We
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climb the rocks most all day long. Some days are very hot. Did you read about the Boston boat sinking? Well, I hope ours won’t on the way back. Wish you could be here.” More so than the colorful front of each card, the messages on the back tell much about the era. My favorites are the pre1930 ones. One person wrote to her mother, “Please bring up some blueberries and cream.” Another card mentioned that the writer “Caught 13 fish that day for breakfast at the Driftwood Inn.” Another mentioned that he and his beloved went canoeing on the New Meadows River by the Gurnet Bridge and when the tide was high, they had to lie down in the boat to pass through. Most cards I own show the sender’s concern for those back home rather than “Having a great time... wish you were here!” Cards depict scenes of steamers landing at York’s Landing, or Harpswell, their women passengers wearing long dresses with parasols or men in suits, hats, and handlebar mustaches traipsing towards horse and buggies to carry them to the
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Merritt House, Mascot, Johnson, Oceanview or others. Bathers in striped long suits swing on the Giant Stairs or Pinnacle Rock in summer’s sun. We laugh at the old style, and perhaps 100 years from now, someone will laugh at us in tee shirts and jeans... still, the love for nature and vacation relaxation is a given rite of passage... and what idyllic pleasures can be found on many a Maine island in Casco Bay. Many Orr’s Island cards depict photos of Harriet Beecher Stowe, author of The Pearl of Orr’s Island. There are cards depicting The Wood Road, Cleft Rock, Mackerel Cove, Lover’s Lane and Land’s End on Bailey Island. Since we vacation at the Driftwood Inn, by studying various cards, I’ve been able to do research on the Inn’s evolution from its opening in 1905. Viewing postcards shows the Inn’s additions and changes from being The Bigelow Cottage to its current state. When I hold a card mailed from the Driftwood Inn dated 1907 in my hands, I share a kinship with someone who sat on its porch (Continued on page 36)
Discover Maine 36
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Biblical quote, “If I for(Continued from page 35) get thee O Jerusalem, let back then, staring at the my right hand forget her same ocean I’m looking cunning.” at today. One can also cruise The connection is the IFPD (International there in the card, with a Federation of Postcard person I don’t know and Dealers) website for who never imagined that postcard dealers to find his/her card would encirdealers by state. I also cle the globe and return occasionally browse to me. The postcard has postcards on ebay. Maine a unique history evolving has its own Postcard from a PMC (Private Club: The Pine Tree Mailing Card) to a small Club. white strip on the front Antique postcards side for a message, to the Vintage postcard depicting the Square at Camden aren’t just visually pleashalf-backed card we ing. They also provide a know today. In the early The Little Green Shop, or Miss Prince’s 1900s most folks didn’t have a camera, so Souvenir Store for 25 cents for 14 cards. history of the times and a reflection of purchasing a card was the way to go. Obviously before the Cribstone Bridge social style and contact through the years. Cards were printed here, then sent to Ger- was built, I guess card senders had to take And in today’s world of email, twitter, etc. many before World War I for hand color- the card back on the steamer to mail from the postcard is still available for us to send ing. When the war began, that stopped home. Very few of my cards are marked and receive. What a fun and inexpensive and cards were tinted here. from the Bailey Island Post office. The hobby to enjoy! Many of my cards were purchased at earliest dated card I own is from 1903 the original Land’s End on Bailey Island, showing the Orr’s Island bridge with a
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View at Five Islands. Item #105901 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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Summer Softball Games Community spirit abounded in 1970s Woolwich by Penny S. Harmon In the 1970s and early 80s Woolwich and its inhabitants were reticent, more on the side of small-town. I grew up on a road that was an old part of Route 1, the main thoroughfare. Go north and you would end up traveling through Wiscasset to the downeast section of Maine. Go south and you would travel through Bath and to southern areas. As a child of the ‘70s and growing up without a lot of money, traveling in either direction was a rare occurrence. While I may have dreamed of far away places, leaving my hometown or Maine never seemed to be part of the plan. One of the best things about living in Woolwich in the ‘70s was the sense you had of belonging to a community. The best memories I have were spent at Woolwich Central School. It was at this place that I learned more about who I was than any other time in my life. Friendships formed in that small school still abound today. When summer came in the late ‘70s, the town decided to do something a little different. The whole town of Woolwich di-
vided up into different sections. Townspeople from each section were then put onto different softball teams. Every evening during these summers, different teams competed against each other. While the goal may have been to win the tournament at the end of the summer, what each person got was so much more. Teams were made up of middle-aged men and women, youngsters from the school, and the elderly who were still spry enough to hit the ball and run. If someone couldn’t run, they would immediately put in one of the school kids to do it for them. Kids as young as fourth grade were on the same teams as adults, and it was all done for the fun of playing together and community spirit. Each evening I can remember my mother, my sister, and I packing ourselves into the car to go to the school. My father chose not to go, as he had more of a liking for baseball on television than actually playing it. For the rest of us, though, it was all about going out to have some fun with other people from our small town. The spirit that the town showed during a summer of softball was like no other. Everyone would gather round the field and
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talk about the day’s events, catching up a feel for where it would come down. with others they hadn’t been able to see Everyone on and off the field had their for awhile. Until the game started, it was eyes on me. I held my glove out, moved adults grouped in circles and children under it, and it slammed into my glove. I playing on the swing sets. Even though it was a small community, many of the The spirit that the town showed during a children didn’t see each other all summer summer of softball was like no other. long, and this was considered bonus Everyone would gather round the field time. and talk about the day’s events, catching up When the game did start, though, with others they hadn’t seen for awhile. everyone gave it their full attention. I can remember clearly how it felt to stand up at the plate and wait for that first ball to be had been taught to cover it with my other pitched. My nerves were always on edge, hand as it went in, so my right hand flew as like everyone else, I wanted to hit that over the glove. The cheers went up from ball as far as I could. Even though I often both sides on that catch, and even though struck out, my teammates always cheered I was picked on for having my tongue me on. sticking out when I caught it, I still felt I especially remember the day that one special. of the eighth grade boys got up to hit. I What I got that summer was an imwas standing off in the distant right field. mense feeling of pride in myself and I watched as the ball headed toward the pride in the town where I lived. Sadly, not hitter and my heart sank. For some reason everyone can claim they have summer I knew that ball was going to end up com- memories like the ones I have. Even ing my way, and I was right. though the school had teams for an intraAs the ball went up and up, I tried to get mural softball program, it could never
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compare to being on a team with your own family and neighbors. Community spirit during that time in Woolwich was at a high. The summer softball games lasted just a few summers and slowly dissipated. Perhaps people became too busy with their work or whatever else was going on in their lives. The only thing I can say is that I am happy and a much better person for being able to grow up in a close-knit community, and I will also look back at that time in the ‘70s with fondness.
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Like “Indiana” Jones, The “China” Joneses Traveled Far And Wide Quaker family left a legacy
by Ian MacKinnon Indiana” Jones had nothing on “China” Jones — the “China” Joneses, to be exact. A year before Lexington and Concord, John Jones surveyed the township initially
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dubbed Jones’ Plantation and then incorporated as China in 1818. John Jones vanished into history, but more Joneses — not related to him — would influence Maine history while playing key roles in the Society of Friends. About 1800 a Quaker named Abel Jones settled near China Lake, then called “Twelve Mile Pond.” Other Quakers lived there, and Jones enjoyed interacting with them. He married Susannah Jepson in 1806; she born him a son, Eli, a year later. Although he struggled at a local school, Eli displayed a thirst for knowledge that led him to devour the Bible, Old Testament and New Testament alike — the fact that a Bible was among the few books accessible to him explains the importance he
placed on this “textbook.” Eli Jones married Sybil Jones, a Brunswick Quaker, in 1833, and they ministered together until her death 40 years later. Besides ministering to Friends in China and elsewhere in central Maine, they went overseas as missionaries to Liberia in 1850 and to Europe in 1852. China voters elected Eli to the Maine House of Representatives in 1854. He and Sybil continued preaching about pacifism and other Quaker tenets, but one particular Jones diverged from them. Born to Eli and Sybil in May 1835, James P. Jones was “taught in childhood the peace theories of Barclay and Penn,” reported Harper’s Weekly in its November 5, 1864 edition. Despite these teachings,
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James displayed “an active and naturally military mind,” and he studied “ancient and modern battles,” the newspaper noted. When James Jones decided to attend college, “with wonderful persistency” he focused his studies, often “committing most of the Latin and Greek Grammars while walking the distance of two miles, between his father’s house and the school,” reported Harper’s Weekly. James possibly sought admission to West Point; “unable to go to the Military Academy …he entered the Friends College” in Haverford, Pennsylvania in 1851. The newspaper politely reported that James Jones departed Haverford “in two years because of pecuniary embarrassments” (meaning that he was broke); in 1854, he was “a Junior at Michigan University, and in 1856 he was graduated the first classical scholar in his class.” Offered a prestigious position as “Tutor of Ancient Languages,” James declined and “opened a family school” in Maine. When the 7th Maine Infantry Regiment
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(Volunteers) formed in August 1861, the college-educated James Jones joined as a captain; he met Thomas Hyde, a Bath native who later founded Bath Iron Works. Eli and Sybil attempted to dissuade their son from joining the Army; although his decision “was opposed by his family and friends,” their efforts did not succeed in “shaking his purpose to go,” reported Harper’s Weekly. The 7th Maine Infantry saw sharp action, from Gaines Mill and White Oak Swamp during the Peninsular Campaign to South Mountain. James Jones “was in nearly every battle of his glorious regiment … and was always in front when duty called,” noted Harper’s Weekly. He “particularly distinguished himself at Antietam in a charge made by his regiment” on Sept. 17, 1862. James Jones would serve with the 7th Maine Infantry at Fredericksburg, Gettysburg, and the Wilderness, that savage forest battle where a Confederate Minie bullet went “through his right arm,” apparently crippling it, Harper’s Weekly re-
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ported. Wounded in early May 1864, Major James P. Jones left on a long medical furlough. But Jubal Early launched a sneak attack on Washington, D.C. via the Shenandoah Valley in late June 1864. As his Confederate troops approached the capital via Monocacy, Maryland a few weeks later, every available Union soldier scrambled into the empty Washington defenses. Among those answering the call was James Jones, who while “having still no use of his [right] arm” was not afraid to fight, according to Harper’s Weekly. Shot during the Battle of Fort Stevens on July 11, 1864 (the same battle where bullets whizzed past President Abraham Lincoln), James lingered until July 13. In a brief farewell note he wrote, “I die for my country, and am willing to die. All is well with me. Tell my boy never to disgrace the name of his father.” James. P. Jones was one among 125 China men who fought for the Union. His 7th Maine Infantry comrades respected (Continued on page 44)
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(Continued from page 43)
was born at the farm, and of all the “China” Joneses, he would become the most famous among Quakers worldwide. Based on a family tale, Rufus later wrote that after he was born, his Aunt Peace (a Quaker) cradled him in her arms and prophesized that “this child will one day bear the message of the Gospel to distant lands and to peoples across the sea.” His later autobiographies — the 1941 A Small Town Boy and the 1943 Finding the Trail of Life — indicate that Rufus enjoyed working on the family farm. He evidently spent much time outdoors, watching sunrises and sunsets and working the land; China’s rural solitude appealed to a farm boy who, like his late cousin James, would travel far from home. Educated at Oak Grove Seminary in Vassalboro from 1877 to 1879, Rufus received a scholarship to study at the Providence-based Friends School, from which he graduated in 1882. Three years later, he graduated from Haverford College, and then earned a master’s degree after writing his thesis on mysticism.
his religious faith and martial ardor and dubbed him “The Fighting Quaker.” His death so affected his mother that in 1865 she traveled to Washington to work as a nurse in military hospitals. Most Union soldiers felled by disease or wounds in the eastern United States arrived at District of Columbia hospitals, and although doctors and professional nurses assisted them, helping hands like Sybil’s were always appreciated. The shattered soldiers whom she helped and the lives touched by their deaths deeply affected her. Two years later, Eli and Sybil sailed as missionaries to Europe and then to Palestine, where they helped establish two Quaker missions. Sybil would die in 1873; Eli would die in 1890. During the Civil War, another “China” Jones adhered to his Quaker tenets and did not join the military. Edwin Jones, Eli’s brother and James’ uncle, and his wife Mary farmed in South China; on January 25, 1863, their son Rufus Matthew Jones
Afflicted by poor eyesight, Rufus traveled to Europe in 1887 and met such prominent English Quakers as William Braithwaite, John Bright, and Charles Taylor. Jones then crossed the English Channel to France; not yet immersed in mysticism, he was walking alone when he “felt the walls between the visible and invisible grow thin” and decided that he must focus on “the realm of mystical religion … interpreting the deep nature of the soul and its relations to God.” Rufus Jones “regained” his eyesight when a German eye doctor developed the appropriate corrective lenses for him. Jones sailed for the United States in 1887. A year later he married Sarah Coutant; both would rejoice when their son Lowell was born in 1892, but Rufus would mourn Sarah upon her death in 1898 and 11-yearold Lowell upon his death in 1903. When Lowell was born, Rufus was teaching at Oak Grove Seminary. Haverford College hired him in 1893 to teach philosophy and psychology, classes that he would teach for the next 19 years. Rufus
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— Mid-Coast Region —
Jones also edited the Friends’ Review, an influential Quaker publication that evolved into The American Friend as he sought to heal schisms within the Society of Friends. He was partially successful, and his role as “peacemaker” garnered him respect throughout the Friends. Jones married Elizabeth Cadbury in 1906, and they had a daughter. By 1917, the Great War (as World War I would be called until September 1939) was sucking America into military involvement, and at an April 30 conclave in Philadelphia, Quakers established the American Friends Service Committee and named Rufus Jones as its chairman. The pacifist organization trained conscientious objectors to assist the Allies, especially the burgeoning American military expedition to France, in non-militaristic ways, such as serving with the Red Cross. Rufus Jones would later describe the American Friends Service Committee as “a translation of Christianity”; when the AFSC played a similar role in World War II, Jones supervised its operations. Be-
tween the wars he wrote prolifically, traveled to China and India in 1927 (he did meet Mahatma Gandhi), and stressed Quaker unity. Rufus Jones died in Haverford, Penn-
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sylvania on June 16, 1948. His legacy included the American Friends Service Committee and an essentially united Society of Friends.
Post Office at Liberty. The country’s only octagon post office! Item #107537 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
Day Out With Thomas Aug. 5-7 & 12-14
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Gently worn quality clothing and gently read books Specializing in jewelry, our company designs jewelry utilizing authentic vintage glass, Austrian crystal and die struck “findings.” But you’ll find more than just Sterling silver, designer and costume jewelry from around the world. Our 3000 sq. ft. shop caters to the entire family, beckoning all to find something of interest. Lighting, rugs, tableware, antiques, books, prints, imported and American-made gifts & crafts create a backdrop for personal accessories, clothing, and children’s toys & games.
South Bristol Fisherman’s Co-op
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Daily Hours: 8-6 • 644-8224 35 Thompson Inn Road • South Bristol
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Landing at East Boothbay. Item #100566 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
Overlooking Pemaquid Harbor & John’s Bay The Freshest Lobsters, Clams & Fried Food
677-2642
Restaurant & Retail (Seasonal) 677-2801 Wholesale Pemaquid Harbor pemaquidlobstercoop.com
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— Mid-Coast Region —
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The fort at Pemaquid Beach in about 1900.The British built Fort Frederick in 1692. Indians and French soldiers destroyed it in 1696. The fort was repaired, but destroyed again by Bristol residents shortly before the American Revolution. It also was known as Fort William Henry, Shurt's Fort, Pemaquid Fort, and Fort Charles. Item #5574 from the collections of the Maine Historical Society and www.VintageMaineImages.com
The Hotel Pemaquid Classic turn of the century summer hotel... with bungalows, suites, and housekeeping cottages. While we do not boast an ocean view, we are located 100 yards from the rugged Pemaquid coast and lighthouse (which sits high on the bluffs commanding a spectacular ocean view and crashing surf that beats constantly). The Pemaquid area offers a pine-treed sandy beach near the old fort and restoration area, daily boat excursions to Monhegan, and a wide variety of restaurants. We are 45 minutes from Boothbay’s shops and one hour from Camden’s scenic harbor. Open mid-May through mid-October.
207-677-2312 • www.hotelpemaquid.com
3098 Bristol Road, Route 130 New Harbor, Maine 04554
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Capt. Ron’s
Cruises
Private Pleasure Cruises
for Friends, Couples & Families Picnics • View Lighthouses Seal Watch • Puffin Watch Visit Islands • Explore Nature Sunset Cruises • Fall Foliage Cruises
Create a Cruise for any Special Occasion Cruise aborad an original, restored 36’ Coast Guard Motor Lifeboat. Built in 1941, designed for inshore, surf and bar rescue under the worst conditions. Owned and operated by Capt. Ron Peabody, retired USCG 20+ year veteran.
Reservations Required 207-563-1387 • Cell: 207-380-5520
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Discover Maine 48
— Mid-Coast Region —
August 10th-14th
2011
FMI - Contact Bristol Town Office 207-563-5270 *FREE Shuttle Bus Service from Bristol School* *Only handicapped parking allowed inside Fort Grounds
*No Pets on Fort Grounds*
Wed. August 10th 10 AM to 5 PM: Display and silent auction of decorated and painted lobster buoys at Saltwater Artists Gallery, Pemaquid Point. FMI: 529-4411 7 to 8 PM: Pemaquid Poets at Willing Workers Hall, New Harbor – FREE. FMI: 677-2504
Thurs. August 11th 5 to 7 PM: Famous Chicken Barbecue dinner at Pemaquid Beach Park, New Harbor 6 PM: Pete Collins Jazz Band – FREE. Pemaquid Beach Park, New Harbor 7:30 PM: Footlighters Opera Theater at the Bristol Consolidated School,Pemaquid. Admission is $6.
S F Prentice & Son Plumbing & Heating “Over 90 Years In Business” • Residential & Commercial • Repair & Service • New Construction • Plumbing Fixtures • Water Pumps • Water Heaters • Filtration Systems
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MASTERS MACHINE CO. Established 1957
New Harbor, Maine At Fort William Henry
Fri. August 12th 10:30 am - Free: Bristol Library: Puppet Show 7:30pm to 9:30pm - Bristol Foot Lighters – local talent show - admission $6.00 @ Bristol School Rte 130
Sat. August 13th All Day : FREE Shuttle bus service from Northeast Charter from the Bristol Consolidated School to Pemaquid Beach and the Fort Grounds All Day: Historic encampment and re-enactments at the Fort Grounds 8 to 10 AM: Family Breakfast at the New Harbor Methodist Church. Adults: $6; children 12 and under: $2 8 AM: Golf Tournament at the Wawenock Golf Course in Walpole. $50 entry fee includes cart, golf and meal. Silent auction items in the clubhouse. Benefit for the Bristol Lions Scholarship Fund. FMI: 677-2558 9 AM to 5 PM: 35 crafters, food vendors, kids’ games, fireman’s water slide, music, art show and more at Pemaquid Beach Park grounds 10 AM: Olde Bristol Days Parade with floats, Kora Shriners, bands, color guard, firetrucks and more. Samoset Restaurant to Fort Grounds by way of Snowball Hill Road 10:30 AM to 1 PM: Music by The Frank Bedell Band at the picnic area, Pemaquid Beach Park 1 PM to 3 PM: The Old Time Radio Gang at the Fairgrounds, Pemaquid Beach Park - FREE 4 to 6:30 PM: The Fir Hollow Band at the Fairgrounds, Pemaquid Beach Park – FREE 6:30 to 10 PM: Swing Shift Band at the picnic area, Pemaquid Beach Park – FREE 9 PM: Fireworks Display by Central Maine Pyrotechnics, Pemaquid Beach Park
9:00pm - FIREWORKS DISPLAY by Central Maine Pyrotechnics at Pemaquid Beach
Sun. August 14th All Day : FREE Shuttle bus service from Northeast Charter from the Bristol Consolidated School to Pemaquid Beach and the Fort Grounds 9 AM to 5 PM: 35 crafters, food vendors, kids’ games, fireman’s water slide, music, art show and more at Pemaquid Beach Park grounds 7 AM to 12 PM: Al Sproul Annual 10K Road Race and Kids’ Fun Run. Register at 6:45 AM; First race at 8:15 AM. $5 registration fee benefits Bristol Fire Department and First Responders 9:30 AM: Ecumenical Church Service at the Fort Grounds 10 AM to 5 PM: “Last Chance” Art display and silent auction of decorated and painted lobster buoys at Saltwater Artists Gallery, Pemaquid Point 11 AM: Merritt Brackett Lobster Boat Races at the Fort Grounds 11 AM to 1 PM: Downeast Jazz Band at the Fort Grounds – FREE 1 to 3 PM: Music TBA at the Fort Grounds - FREE Schedule subject to change
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— Mid-Coast Region —
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View of Christmas Cove. Item #105017 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
Serving dinner nightly 6-9 pm. Reservations recommended “Casual Inside and Outside Dining on a Traditional Maine Fishing Wharf ”
Shaw’s Fish & Lobster Wharf Restaurant
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Elegant Rooms Exceptional Cuisine “The Bradley Inn elegantly presents fresh local seafood, which stars in dishes such as seafood stew” Coastal Living Magazine
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Discover Maine 50
— Mid-Coast Region —
Alna’s Fred H. Albee: Pioneer Surgeon Bone grafting technique saved thousands from amputation by Charles Francis lna-born Fred Albee is one of the great medical pioneers of the twentieth century. His name ranks with that of Marie Curie and Jonas Salk. Dr. Fred Albee was an orthopedic surgeon. Orthopedic surgery is a specialized field of medicine. It deals with problems affecting bones, joints and ligaments. At the most common level, orthopedic surgeons treat dislocations, sprains and breaks. Orthoscopic surgery is one of the specialties within orthopedics. So, too, is bone grafting. Bone grafting was Fred Albee’s specialty. Bone grafting is the procedure that places new bone or some bone replacement material into the spaces between or around broken bones. The goal of bone grafting is to aid in the healing process.
A
Fred Albee is recognized as the pioneer figure in bone grafting. Albee’s first great contribution to orthopedics and bone grafting dealt with fusing tubular vertebrae. Albee’s procedure was an advance over previous methods in that it did not include the use of metal. Albee perfected his technique in 1911. It was first used extensively in the rehabilitation of the wounded of World War I. Fred Albee’s development of bone grafting techniques owes much to the place of his birth and his early years there. Albee once said his insights into bone grafting came from watching an uncle graft trees on his farm in Alna. The story is a wonderful one in that — among other things — it reinforces the belief that nature has much to teach us. Fred Albee’s contributions to twentieth
century medicine don’t stop with his revolutionary approach to bone grafting. They continue on to the development of machined tools for use in orthopedics in general, and bone grafting in particular. And they extend into the treatment of accidents in the workplace. Fred Houdlette Albee was born in Alna in 1876. The name Houdlette was his mother’s maiden name. The Albee and Houdlette families have a long and notable history in Lincoln County and before that in Massachusetts. That family history shows a distinct tendency to act beyond and above tradition. William Albee of Marshfield, Massachusetts was one of those Patriots that answered the call to arms at Concord and Lexington. Charles Houdlette left France for Boston to practice his Huguenot faith. Albees
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— Mid-Coast Region —
settled Alna and further down east around the time of the Revolution. Many Houdlettes made Dresden their home. They settled there when it was still known as Pownalboro. Fred Albee was born on the Albee family farm. The farm can truly be said to be a family farm as Fred’s birth marked the addition of a third generation of Albees under one roof. Fred’s parents were Huysen and Mary Charlotte. His grandparents were Sewell and Margaret. As of this writing, the farmhouse where Fred Albee was born is still in Albee family hands. It is not all that far from the farm where Fred Albee watched his uncle Charles Houdlette graft apple trees. Fred Albee is usually described as coming from a poor farm family. This is something of a misrepresentation. Most farmers of the mid- to late-1800s measured their wealth in land, not dollars. However, because there were few dollars for the Albees to use in sending Fred to college, he worked his way through his undergraduate years before winning a scholarship to graduate school. Back when Fred Albee was growing up, the nearest high school to Alna was Lincoln Academy of Newcastle. That is where Fred went after attending an Alna one-room school, boarding out with Newcastle families. From Lincoln Academy Fred continued his education at Bowdoin. Graduating Bowdoin in 1899, he went on to Harvard Medical School on scholarship. He continued on to postgraduate work at New York Postgraduate Medical School. He would become that school’s chief surgeon and teach at Co-
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lumbia and Cornell. Fred Albee’s accomplishments with bone grafting are especially important as they related to infected bone. What Albee did was to replace the infected bone with a graft of healthy living bone. Prior to Albee developing his bone graft technique, the most common method of dealing with infected bone was amputation. Wounded soldiers of the allied armies that fought in World War I were the first large group to profit from Albee’s bone graft techniques. It is estimated that some 6000 allied soldiers owe the fact that they escaped amputation to Albee and his pioneering procedures. Of the 6000, some 3000 owe the fact they did not lose a limb to Albee himself. 3000 or thereabouts is the number of men Albee operated on in front-line hospitals. The fact that the some 6000 operations were done successfully also owes something to Albee’s inventiveness. His development of the Albee Bone Mill reduced the time required for a bone graft to as little as ten minutes.
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Following World War I Fred Albee took charge of a government hospital in Colonia, New Jersey. While the chief concern of the hospital was orthopedics, Albee introduced a variety of rehabilitative programs which later became models for industry, first in New Jersey and New York, and later across the country. The rehabilitation programs dealt with the entire person. They had psychological, physical and hands-on occupational or retraining components. Fred Houdlette Albee died in 1945. He is one of the great figures of the twentieth century. This is part of the reason he was featured on Channel 13’s “Mainers of the Millennium” some years ago. And, while it is fitting that Fred Albee be recognized by fellow Mainers, it is perhaps more fitting that he be remembered for helping to improve the lives of countless thousands with his medical expertise and with his pioneering advances in workplace rehabilitation.
Sherwood Forest Campsite “where the ocean meets the forest”
Escape to a leisurely vacation on one of our quiet, clean, restful wooded campsites. Located at historical Pemaquid Beach, yet only 30 minutes from Boothbay Harbor. Full bathrooms, hot showers, wood/ice available, camp store, pay phones, tent/RV sites, electric/water, 30 AMP. Duplex log cabins, ping pong, playground, laundry, fire pits and dump station. Attached to Pemaquid Beach Park.
Pemaquid Beach 9 Campground Circle New Harbor, Maine
207-677-3642 or 800-274-1593 www.sherwoodforestcampsite.com
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— Mid-Coast Region —
Elm Street in Damariscotta. Item #105158 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
ham’s Plantation k n i P Greenhouse 563-5009
EST. 1978
& Landscape Center
Maine Certified Landscape Professional Top Quality • Wide Selection • Friendly Advice
563-5009 431 Biscay Road, Damariscotta, Maine, 2 Miles Out On Biscay Road
Spear’s Farm Stands We Specialize in Locally Grown Berries & Vegetables
“Fresh from the Farm” Center Street, Nobleboro U.S. Route 1, Waldoboro Open Mon.-Fri. 9-6 A five generation family farm operation that provides fresh Open Mon.-Sat. 9-5 Sat. & Sun. 9-5 fruits and vegetables daily to consumers in mid-coast Maine
www.spearsfarmstand.com • 832-4488
Spring, Summer & Fall Cleanup Mowing • Light Landscaping • Caretaking Rototilling • Power Washing Demolition • Light Trucking Brush Chipping • Plowing & Sanding Cleaning out attics, basements, barns, etc.
975-2559
Herb Jones, owner • Thomaston, Maine
LTWATER FAR SA CAMPGROUND M “A River Runs Through It” Enjoy the quiet and serene beauty of rural coastal Maine, and be close to all the midcoast has to offer. Bruce & Linda Jennings THOMASTON/CUSHING ~ Free WiFi ~
207-354-6735
www.saltwaterfarmcampground.com
— Mid-Coast Region —
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Odd Fellows block in Warren. Item #102833 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
We are so much more than just fencing! Sales • Service • Parts Mid Coast’s Only Independent Subaru Service Center 24 Hour
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tomfence.com PORT CLYDE GENERAL STORE Still an Old Fashion Store on the Shore
Hand crafted from wood for your home Inside or Out 2020B Atlantic Highway Warren, ME 04864
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Groceries - Fresh Produce Fresh Cut Meat - Bakery Full Service Deli - Pizza - Soda Full Breakfast & Lunch Specials Live Lobsters from PORT CLYDE LOBSTER Eat In/Take Out Wine, Beer & Spirits Fuel - Ice - Clothing - Gifts Moorings - Boat Provisions On the water next to Monhegan Boat Pier, end of Rte. 131 in Port Clyde, Maine
Discover Maine 54
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Ned Low’s Lost Pirate Treasure Brutal gulf of Maine pirate may have left his loot in Montville by Charles Francis
T
he coast of the Gulf of Maine abounds with tales of lost treasure, be it pirate treasure or family heirlooms secreted away from marauding Indians or like enemies. The Baron Castin’s valuables are said to have been buried in a field in the town of Penobscot, Maine. Blackbeard may have cached gold and jewels on the Isle of Shoals. Captain Kidd is said to have buried loot in a variety of Nova Scotia locations, including Oak Island. Then there is the story that Ned Low, that most brutal of all pirates, may have buried loot on Isle Haut in Nova Scotia and in The Kingdom in Maine. It is a legend that has persisted since around 1800, even though it is commonly accepted that Low was hung by the French in Martinique in the Caribbean where he spent much of his pirate career. If there is any truth to Low’s alleged success as a pirate it stands to reason that he would have buried his ill-gotten loot in the Caribbean. If he didn’t, the question arises what did he do with it? Some, including noted author Edward Rowe Snow, believe some Low booty was buried on an island in the Bay of Fundy. Snow did not, however, rule out the interior of the mid In BUSInESS FOR 42 YEARS
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coast Maine region as another Low cache site. In fact, he specifically mentioned an area around the Georges River. That Ned Low was brutality personified goes without saying. He once made the captain of a Nantucket vessel eat his own ears. Low had them boiled and then seasoned with salt before forcing them on the poor man before he killed him. On another occasion, Low grilled the heart of one of his victims and then ate it. He must have been in a mellower mood, however, when he marooned Philip Ashton on a deserted island in the Caribbean. Ashton, a Marblehead sailor who had been captured off the Maine or Nova Scotia coast, refused to join Low’s pirate crew. Ned Low’s reign of piracy ranged from the Gulf of Maine to the Caribbean to the bulge of Africa. In fact, it was off Africa where Low acquired his greatest treasure, the treasure that may have made its way to Isle Haut in the Bay of Fundy and to The Kingdom in Maine. In late 1722 or early 1723 Low and his band of cutthroats encountered the Nostra Signiora de Victoria, a Portuguese merchantman, off Africa. While accounts vary, some suggest it is possible
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— Mid-Coast Region —
that Low realized booty to the tune of $50,000 or more from the encounter. As everyone on board the Nostra Signiora de Victoria was slaughtered in cold blood and the ship’s manifest destroyed, there is no sure way of telling just what she was carrying in the way of gold coins or anything else of value. However, Edward Rowe Snow did find gold coins on Isle Haut in the Bay of Fundy. Snow had in his possession a map indicating that Low had coins totaling 23,758 pieces of eight and 1,335 pieces of gold. The map also referenced the Portuguese ship. Moreover, it is known that Low was in Gulf of Maine waters in the fall of 1723. In fact, it is believed that at this time Low was mad — a raving psychopath — for it was around this time that he ate the heart of the unfortunate Nantucket ship captain. Then, the next year Low vanished from the historic record. As to his final end it is a matter of guesswork. The Kingdom or Kingdom Falls, where some speculate Ned Low also buried treasure, once included much of the
towns of Montville and Liberty. Today the name still appears on Maine maps in the southwestern corner of Montville. The Ned Low legend there has been linked to that of the story of a hermit named Timothy Barrett who lived in The Kingdom and in the nearby town of Union. There are a fair number of accepted records documenting Ned Low’s life and career. They can be found in England, France and in the New World in the Caribbean and in New England. His name was probably Edward Low, though his last name appears as Lowe and Loe. Ned Low was born in Westminster, outside of London in the late 1600s. What little is known of his early days indicates that his childhood must have included a mentor like Dickens’ Fagin, as he seems to have almost started life as a pickpocket and petty criminal. An older brother was hung as a highwayman. Low was in his teens when he first went to sea. He was in Boston when he met Eliza Marble in 1714. It must have been love at first sight, as the couple were mar-
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ried that same year. For a time Low would seem to have tread the straight and narrow, as he fathered two children and made his living in Boston as a ship rigger. By all accounts Low doted on his offspring. That is until they died. At this point Low went back to his old criminal ways and to sea as part of a Boston crew intent on robbing the Spanish in the Caribbean. At some point, Low decided he wanted to be more than a mere crewman, however, and with a number of likeminded individuals attempted to take over his master’s ship. When the mutiny failed, Low and some of the crew set off on their own. Then Low ran into George Lowther. George Lowther has gone down in the record as one of the great pirates of the eighteenth century. One reason for this is that he commanded a fleet of pirate vessels, a fleet which Low subsequently joined as Lowther’s lieutenant. It must have been a rocky relationship, though, for at one point a good portion of (Continued on page 56)
Come Flightseeing!
Offering: Freshest Lobster in Maine Scallops, Crab, Mussels, Clams, Shrimp Block & Cube Ice Gasoline & Diesel Rental Morrings Souvenirs and Works by local artists Our wharf has several picnic tables and provides access to the Town of Owls Head finger floats.
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Discover Maine 56
— Mid-Coast Region —
(Continued from page 55)
on the island in 1929. Snow placed the value of his find at around $1100. He could not say for sure whether it was part of a larger treasure buried by Ned Low. That brings us to the story of Timothy Barrett. Timothy Barrett lived in The Kingdom in Maine around 1800. One story has it that Barrett came to The Kingdom from Concord, New Hampshire. Another that he had ties to Nova Scotia. For a portion of the time Barrett was in The Kingdom he lived as a pauper and a hermit in a cave. At some point, however, he acquired some money and built a sawmill and even a canal. One Barrett tale has him building a number of floating gardens where he grew vegetables. As with any figure that lives a lifestyle so far out of the ordinary, tales sprang up about Barrett. One says that he had been a buccaneer or a privateer. After he died, kettles of coins were dug up near where he had lived, adding fuel to the story’s fire. Gold coins with a value of about $100 were even found in an old, hollowed-out fence rail that was supposed to have come from Barrett’s sawmill. Could there be any credence to the tales that Timothy Barrett became a wealthy man from his exploits on the high seas? There are no records of a pirate named Barrett ever captaining his own ship. Could Barrett have been a privateer? There are no records of anyone named Barrett being granted a letter of marque either by the British or by Americans. There are, however, the names of two men named Barrett without first names serving aboard one Nova Scotia privateer.
Lowther’s men mutinied. The mutiny led to Low parting company with Lowther, taking close to half of Lowther’s men with him. Low then headed for New England and Gulf of Maine waters, where he began a reign of terror. It was 1722. Low’s base of operation would seem to have been somewhere far from the established trade routes of Boston in the Bay of Fundy or close to it. As there were always Massachusetts volunteers ready and willing to take off after Low it is easy to understand why. The Bay of Fundy region was sparsely populated, and its hundreds of secluded anchorages provided a myriad of hiding places. It could have been at this time that Low became aware of a major Indian trade route leading from the Georges River in mid coast Maine to what was to become known as The Kingdom, as well as Isle Haut in the upper reaches of the Bay of Fundy. In 1947 Edward Rowe Snow purchased a map purportedly indicating the burial site of some of Ned Low’s booty. Snow, who is remembered for books such as True Tales of Buried Treasure and as the Flying Santa Claus, spent his life popularizing the maritime history of the east coast of North America, especially that of New England and the Maritime Provinces of Canada. Edward Rowe Snow went treasure hunting on Isle Haute in the Bay of Fundy using the Ned Low map in 1952. He found Spanish and Portuguese coins. One was dated 1710. He also learned that a man named Douglas Carmichael may have found a much larger horde of gold
If Timothy Barrett had served as a crewman on a Nova Scotia privateer, which is possible, it is doubtful he made much money. Few ordinary seamen on privateers profited to any extent, certainly not to the extent that would allow them to live as Timothy Barrett had. Could the gold Timothy Barrett had once belonged to Ned Low? This writer attended a lecture by Edward Rowe Snow in the late 1950s where Snow said he felt Low could have buried treasure in the area of the Georges River. Could Timothy Barrett have found some of it in The Kingdom? It is possible. Would a lunatic who did some of the things the brutal Ned Low did seek out such isolated areas as The Kingdom and Isle Haut to bury treasure? For a lunatic it might make a curious kind of sense.
— Mid-Coast Region —
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The Islesboro, The Portland Company, ca. 1914. "A small coastal passenger steamer is shown in service. The "Islesboro" was only 74 feet long from stem to stern. She was built in 1914 in Rockland, Maine, for the Penobscot Bay & River Navigation Company." — Fletcher, David H. “The Portland Company 1846-1982.” Charleston, S.C.: Arcadia Pub., 2002. 56. Item #11904 from the collections of the Maine Historical Society and www.VintageMaineImages.com
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The Signature Quilt Special, unique, and individual, a tradition for hundreds of years by Charles Francis
D
elphos Turner was just eighteen when she made herself a coverlet. At least she probably made it for herself. It could have been for her trousseau. As Delphos was at the very beginning of young womanhood, the coverlet would have been at the very least a symbol of her passage to that state. Delphos was from Palermo in western Waldo County. When she made her coverlet, she was as old as the year. The year was 1818. Delphos’ coverlet was a signature quilt. She embroidered her name and the name of her town in the center of the quilt: “Delphos Turner of Palermo.” Megan Marshall married in 2009. She married Nick Hills. The ceremony was
August 1. It took place at the Searsport United Methodist Church on Main Street. Not all that long ago, Megan’s mother, Leanne Bagley Marshall, finished a signature quilt for the young couple. At the reception, each guest had been asked to sign a piece of the quilt. Is it a coincidence that Delphos Turner and Leanne Bagley Marshall are both from Waldo County? Is it a coincidence that both chose signature quilts to mark or commemorate a rite of passage? Signature quilts have been an American tradition since the very earliest of colonial days. Since the 1600s women have made the name-bearing quilts to commemorate birthdays, marriages, christenings and an-
niversaries. They would sign the finished product. They might sign in ink or they might embroider their name. Beginning in the late 1800s, steel stamps with interchangeable letters were sometimes used. The latter method impressed initials on a quilt section. Quilts, and especially signature quilts, present a unique window into history. That’s why there are quilt exhibits and quilt museums. The Maine Historical Society had a quilt exhibition that included Delphos Turner’s quilt. Lowell, Massachusetts is the home of the New England Quilt Museum. Signature quilts are of special significance when they have a number of signatures. The signatures offer a unique perspective into the life and times of a community or an individual. There was a surge of signature quilt making in the 1830s and 1840s. The surge corresponds to the first great thrust in westward expansion. It was a time when extended families and local communities were breaking up. Before the breakup
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actually hapthe highest bidpened, women der. The proof a particular ceeds would go family, commuto a particular nity or church cause or charity. would collaboThere are quilts rate on a signawith hundreds ture quilt as a of squares. last ritual of soWith the donacial cohesion. tions for That’s why you squares plus the can sometimes proceeds from find a quilt with the auction, a signatures that signature quilt almost replicate could generate a census for a a fair amount particular of money. The decade. In like signature quilt’s Example of a signature quilt manner, there particular cause are signature also sheds light quilts with names replicating the names in local cemeteries. into social issues occupying a particular community or group. It In the 1850s and 1860s signature quilting had something of a was a significant step for a woman to place her name on a sigpolitical side. A quilt could be used to support a political cause. nature quilt devoted to a cause like temperance or suffrage. There were temperance quilts and suffrage quilts. Sometimes The second great surge in signature quilt making came with each woman contributing a quilt square also contributed a bit of the Civil War. Signature quilts were a means of raising money money, say ten cents. The quilt would then be auctioned off to (Continued on page 60)
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(Continued from page 59)
there are signature quilt groups today that produce quilts for strictly commemorative reasons. The Nifty Fifty Sixteen is one such group. Recently the Nifty Fifty Sixteen had a Civil War quilt block swap. Each member of the Nifty Fifty made a signature quilt square to go along with their designed quilt block. The signature square tells the history behind their state or category from the Civil War. The Maine square was done by Sheila Copeland, a Camden summer resident. Her square is devoted to Harriet Beecher Stowe’s Uncle Tom’s Cabin. It tells the story of Maine being admitted to the Union as a free state in 1820 and of the influence of Stowe’s book in generating northern sympathies for the cause of abolition. Stowe, of course, wrote Uncle Tom’s Cabin in Brunswick. My great grandmother Esther Humphrey Francis had a signature quilt. It was dated 1876 and was made by a group of her friends in Round Pond. It says “Please accept this gift, our dear friend, for a loss we cannot amend.” My
for local soldiers. One common practice involved a woman or group of women selling a place on a quilt for a particular sum. The donor had his or her name placed on the square. A Civil War signature quilt recently exhibited at the New England Quilt Museum had 1,100 signatures. The Susannah Pullen Civil War quilt is one of the most famous signature quilts in Maine. It has been exhibited at the Maine State Museum in Augusta. Pullen was a Sunday school teacher who had her class of young ladies make a quilt following guidelines set by the U.S. Sanitary Commission for bedding used in the Civil War. The quilt has over 150 inscriptions of a Biblical nature written on its squares. The above examples should not suggest that signature quilts as fund raisers were strictly a phenomena of the nineteenth century. The practice of signature quilts being used as a part of an overall war effort extended into the twentieth century to raise money for the world wars. And
great grandfather Henry Francis died in 1875. Esther lived out her life in Whitefield, dying there in 1922. One of the most remarkable signature quilts to have ever graced the mid coast area was exhibited in local schools in 1990 and 1991. This was the AIDS quilt. It had the names of AIDS victims who succumbed to the disease in that time period. The quilt had a lasting impression on all who saw it. It was a celebration of the lives of those no longer with us. The signature quilt Leanne Bagley Marshall made for her daughter and new sonin-law is a celebration of lives just beginning. As such, it is one of the most wonderful of signature quilts. Leanne worked hard on finding the right pen that wouldn’t fade when the quilt was washed. She was thinking toward the future and the memories the quilt would keep for Megan and Nick. This is the essence of the signature quilt.
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Belfast’s Albert Stevens The man who couldn’t get high enough by James Nalley
O
n Nov. 11, 1935 a hermetically sealed metallic capsule pierced through the stratosphere toward a record-setting altitude of approximately 14 miles above the Earth’s surface. On its fuselage was painted the name “Explorer II,” and sitting inside of it were two U.S. Army Air Corps servicemen — one who was Captain Albert Stevens from Belfast, Maine. As millions tuned in to listen to the radio reports about the record-breaking journey, Stevens took out his camera and photographed the Earth’s white and lightblue colors of the stratosphere for the first time. The smooth and successful trip was not their first, and just 16 months earlier both men were hurtling toward the ground in their parachutes as the capsule smashed into a field.
Born in Belfast on March 13, 1886, Albert Stevens attended the University of Maine and eventually graduated with a degree in electrical engineering in 1909. It was during his college years that he expanded on his interest in photography, but after graduation he found employment as an engineer in the northwestern United States. After eight years in the same position, he enlisted in the aviation section of the U.S. Army Signal Corps at the relatively late age of 31. Commissioned as a first lieutenant, he attended the aerial photography school at Cornell University and was immediately sent to France for service in World War I. This was the period when the daring side of Stevens began to develop. Amidst the chaos of the war, he was cited twice (with one Purple Heart)
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for his dangerous work in photographing enemy positions. On June 12, 1922 Stevens was one of the three crew members on a Martin MB1, a biplane bomber that set a new altitude record of 24,306 feet. But as if this was not enough, Stevens then volunteered to break the record for a high-altitude para-
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chute jump by leaping out of the plane at 24,200 feet. For the next several years he became one of the leading aerial photographers for the U. S. Army Air Corps, and was the first to photograph the Moon’s shadow projected onto the Earth during a solar eclipse. By the early 1930s Stevens was promoted to the rank of major and appointed as the Chief of the Army Air Corps’ Photography Laboratory at Wright Field in Ohio. Using his influence and reputation, he convinced his superiors and the National Geographic Society to jointly support the exploration of the Earth’s stratosphere, which begins at an altitude of 50,000 feet. Much like the daring test pilots of the aviation industry, Stevens embarked on an experimental and risky method of reaching the stratosphere by balloon. According to a January 1936 article about Stevens in National
Explorer II gondola in the National Air and Space Museum
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Geographic magazine, “There were the balloons, as tall as 26-story buildings. Specially made gondolas, ringed with portholes and hatches, were crammed with scientific experiments. There was a zany, holdonto-your-hats quality that mirrored Albert Stevens’ personality. The aeronauts even wore leather football helmets borrowed from a high school.” The first launch occurred on July 28, 1934 in the Black Hills of South Dakota. The hydrogen-filled balloon lifted off carrying the “Explorer,” with Stevens as well as two veteran pilots: Major William Kepner and Captain Orvil Anderson. Everything went extremely well and the balloon sailed up toward the sky. Then tragedy struck as stated in an October 1934 article in Popular Science magazine: The balloon carried the observers safely to an altitude of more than 11 miles. (Continued on page 64)
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(Continued from page 63)
balloon with a capacity of 3.7 million cubic feet of gas that made it the largest balloon in history. The extra size was due to the helium that was used instead of hydrogen, which proportionally needed more helium to hydrogen to raise the balloon. The gondola was also hermetically sealed and constructed with a magnesium alloy. Despite initial anxieties, the journey was nearly perfect, and the balloon sailed to a record altitude of 72,395 feet with a crew that included Stevens and Anderson. At 14 miles above the Earth’s surface, Stevens took the first color photographs of the stratosphere. Afterwards, according to the 1936 National Geographic article, “The Explorer II drifted approximately 225 miles to the east before it landed intact in the midst of a flood of cars driving across the fields to greet it. Stevens and Anderson each received a Hubbard Medal and an Oak Leaf Cluster to add to their Distinguished Flying Crosses.” The record would remain for 21 years, until U.S. Air Force Captain Ivan Kincheloe flew the Bell X2 to a height of 126,200 feet in 1956.
Then they radioed that they were in trouble and descending. A rip had appeared in the bottom of the bag. At 5,000 feet, it split wide open. With nothing left to support it, the metal gondola plunged down like a bomb. 3,000 feet from the ground, Captain Orvil Anderson leaped from the projectile with his parachute. Capt. Albert Stevens lingered to cut loose one of the most valuable scientific instruments, allowing it to drop on its own parachute. Then he struggled three times to get through the porthole of the gondola against the air pressure, succeeding at 2,000 feet. Major Kepner followed him with not a second to spare. The three men were extremely lucky. Just six months earlier, three Russian stratosphere explorers were killed when their gondola crashed into the Earth after a 13mile descent. Not one to be easily deterred, Stevens proposed that a new launch be scheduled for some time in the autumn. On November 11 of the same year a new craft was christened the “Explorer II.” After the unsuccessful attempt by its predecessor, scientists designed a larger
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For the rest of his career Stevens served in several different capacities, such as the head of the photographic department at the Air Corps Technical School near Denver, and the Director of the Army Aeronautical Museum. He retired at the rank of lieutenant colonel in 1942 and died in Redwood City, California, in 1949. Today, the “Explorer II” sits in the National Air and Space Museum in Washington D.C. and an elementary school in Belfast is named in his honor. As best stated in the book Worlds To Explore by Simon Winchester, “Albert Stevens never saw the U.S. Space Program, for he died in 1949. Too bad: it is obvious that he would have loved the idea of plunging through Earth’s atmosphere in a space capsule.”
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An Early History Of Troy From name changes to road building and today Aimee N. Lanteigne he bucolic hills and dales of rural Troy, Maine, look much the same today as they did two hundred years ago when the town’s founding fathers first settled there. Several houses built by those early settlers are, incredibly, still standing, and several of the roads running through the village bear the names of Troy’s earliest citizenry. With a population of roughly 1000, Troy lies twenty-two miles east of Waterville in Waldo County. Its homes, schools, and businesses are sprinkled about the pastoral landscape between Carlton Pond and Unity Pond. Encompassing about thirty-five square miles, Troy was once a prosperous farming community. Today, although the farm fields are still there, most residents work in managerial jobs, skilled labor, or service industries. Whether haul-
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ing crops to market, delivering mail to outlying communities, or commuting to high-paying salaried jobs in nearby towns, “Trojans” have relied on their roads to get them where they need to go for nearly two centuries. According to Edith and Leola Mitchell’s 1977 publication, Troy, Maine: Past and Present, Andrew Bennett of Sydney, Maine, became Troy’s first permanent settler back in 1793. His home was located about halfway between the Cross Road and Unity Pond. In 1795 the Gerrish family from Durham settled in the southwestern part of town in what is still known today as Gerrish Corner. In 1797 John Rogers moved up from Massachusetts and settled on about 400 acres of land that is known today as Rogers’ Corner. That same year Enoch Bagley, also of Durham, Maine,
settled on Bagley Hill Road. The old Nutt house located on this road was build by his grandson, Jonathan, in the early 1800s and is known as the second-oldest house in Troy. The oldest house in town was built by Joseph Green in 1802. Green married one of the Gerrish daughters. Their house was moved from behind the Bagley place to a spot on North Troy Road. Reuben Carlton came in 1800 and built a mill on the stream that now bears his name. Many of the town’s earliest homes were built with timbers hewn and sawed at Carlton’s Mill. Hale’s Corner, named for Samuel Heald (pronounced Hale) straddled both sides of the Augusta-Bangor Post Road which today is part of Route 202. Heald was a carriage maker and set
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aries of these land grants also had to commit two days a year to work on the minister’s house, and two days a year for ten consecutive years on highway maintenance. This last condition assured that roads would be built. The roads of Troy somewhat followed the paths laid out by the region’s early Native Americans. Because there were no bulldozers in those early days — only oxen and horses — the roads generally followed the path of least resistance, going around large trees and boulders. Travel in the winter was always difficult before the days of the plow trucks. Everyone curses these slow dinosaurs when they get behind one in their rush to get to work, but the fact of the matter is they are godsends compared to the alternative of being confined in your house for a sixmonth long Maine winter. In the 1800s men with shovels and oxen hitched to huge sleds did their best to break up the roads enough to make them even partially passable. A log was chained under the front runners of the sled. The men with
up shop along the post road, a perfect spot to repair broken wheels as wagons made their way between the two cities delivering and picking up mail along the way. John Smart was another settler of Troy from the first decade of the 1800s. Smart’s Corner is named for him. Originally dubbed Bridgetown in the late 1790s for General Bridge, the township was eventually incorporated as Kingville in 1812, the 189th town in the Province of Maine. (Maine was still a part of Massachusetts at this time). In 1814 the name changed to Joy, Maine, and then again in 1825 it was called Montgomery. The name Troy has been associated with the community since 1827 and appears to have finally stuck. The early proprietors of this land established several conditions that any prospective settler wishing to acquire a 200-acre land grant had to meet. One was to construct a house on the property, another was to clear at least five acres of land and make it fit for planting. Benefici-
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their shovels and a few blocks of heavy granite would hold the sled down. Heavy chains hitched from one side of the rear sled to the other were used to pack down the snow for a good roadbed. After several passes the roads were fit for decent travel — that is, until the thaws came. Rocks were hauled in and laid over roadbeds in wet or boggy areas. The stones settled down over a period of time, but always reared their cursed heads with the spring thaws. Culverts were made of simple planks or stone, and bridges were mere floating logs with pegged-down planks on top. They were precarious in good weather, and downright treacherous in foul weather. Frost heaves often caused wagon wheels to sink to their hubs. Carriages often careened off the road and horse teams slipped and faltered frequently. When the traveler didn’t have to cope with snow drifts or mud, he was apt to choke on dust kicked up from the road. The stretch of road at Green’s Corner Causeway was always particularly troublesome. Folks feared their teams, and worse
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yet, that their children, on their way to school, would sink through the road’s bottomless bog. As time went on loads of rock and gravel were laid down over the road, but flooding continued until the 1920s when dynamite finally resolved the issue. The Mitchell’s work, Troy, Maine: Past and Present, states that mail was brought from Augusta to Bangor once a week if conditions allowed, but if you’ve ever lived in Maine you know these conditions can change at the drop of a hat. The first Post Road was built through Unity and on into Troy in 1810. The road went through Unity Village, Greens Corner, Troy Corner, East Troy and then south to join with the Jewett Road in Dixmont. The mail coaches stopped at various hostels and taverns along the route to get a bite to eat and some rest for both the drivers and the four-horse teams. Troy had two taverns: Dan Shaw’s and the Watson House. Before RFD (Rural Free Delivery) routes were established, townspeople had to pick up their own mail at one of several post offices scattered about the area. The Grange was responsible for helping bring about RFD. With the dawn of the twentieth century came improvements in technology, which served to benefit travel in and about the hamlet of Troy. The town purchased its first “road machine” for $240 as noted in Troy, Maine: Past and Present. A team of oxen would pull the machine while a man stood at the wheel and worked the levers to raise or lower the blade on the machine’s plow. Draft horses eventually re-
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Littlefield’s Garage, Monroe. Item #114693 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
placed the oxen, thereby speeding up the work somewhat. Blacktop came to Troy in the 1930s — Route 9 at first, then Route 220, and now nearly every road in town is paved, with the exception of a few private lanes and fire roads. Massive trucks, motorcycles, and soccer moms fly swiftly over these roads that once were barely passable by even the strongest ox team in all of Waldo County. It was also in the 1930s that the town purchased its first snowplow, thus allowing the roads to stay open year round. Until that decade horse and sleigh still remained the preferred, and realistically only, way to get around in Troy in the winter.
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The old roads named for Troy’s earliest settlers are still in use today, albeit much more accessible for travel. The next time you’re whizzing through Troy on your way to the Queen City or the Common Ground Fair, take a moment to think about those that came this way before you. They, too, had work to do, places to go, people to see. But their journey, though more difficult and far slower than ours today, was really no different. Resources: Mitchell, Edith and Leola. Troy, Maine: Past and Present. Troy, 1977; The Maine Atlas and Gazetteer. Delorme Publishing Co. Yarmouth, 2005; “Troy, Maine: Overview.” 19 March 2011. http://www.kvcog.org/Towns/troy.htm
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Jay Zeamer: Pilot Of The Old 666 He flew straight and loved rural Maine by James Nalley
A
fter being asked in an interview about how he flew his B-17 on a suicidal mission in the Pacific, Jay Zeamer recalled the situation: The dumbest thing you can do with a B17, when you’re under attack against fighters, is to hold it straight and level. Everyone I know who did that (against two fighters) got shot down. But here are five coming in five different directions. I thought, ‘My gosh, if I maneuver against one, I’ll make myself better game to the others.’ That, coupled with the fact that the mapping was important, I kept going straight. That is what Captain Jay Zeamer did as
he piloted his unescorted but heavily armed bomber over Buka, New Guinea, in June 1943. Although the mission was a success, the bomber was attacked by five Japanese fighters, which severely wounded Zeamer and killed his bombardier, Joseph Sarnoski. When the bullet-riddled bomber landed, Zeamer was so badly wounded that the co-pilot told the ground crew, “Get the pilot last, he’s dead!” The mission would earn him and his bombardier a Congressional Medal of Honor, and every other member of the flight crew a Distinguished Service Cross. Jay Zeamer was born in Carlisle, Pennsylvania, on July 25, 1918. Although he grew up in Orange, New Jersey, he was very fond of Boothbay Harbor in Maine. According to an article in the Boston Globe, “He spent many summers in Boothbay
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Harbor, where he enjoyed rowing his homemade boat in the harbor.” To the detriment of his school grades, he treasured the outdoors and became an Eagle Scout at the age of 13. To improve his education, his father enrolled Zeamer in the Culver Military Academy in Indiana, which fueled his desire to serve his country. He turned things around and eventually attended the Massachusetts Institute of Technology (MIT) as an officer candidate in the ROTC program. He graduated in 1940 and was assigned to Fort Dix, New Jersey, as a second lieutenant in the Army Reserve. But his interest in aviation continued to be strong, so he enlisted in the Regular Army and completed primary and advanced flight training by March 1941. That summer Zeamer flew as a co-pilot
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— Mid-Coast Region —
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in the B-26 Marauders of After being constantly the 19th Bombardment turned down for promoSquadron based at Langtion, Zeamer’s motivation ley Field in Virginia. A felalso decreased dramatilow pilot, Lieutenant Walt cally. Even after he was Krell, recalled his memosent to New Guinea for ries of Zeamer: “Jay as a combat missions, his role pilot had the kind of very as a co-pilot had turned to relaxed attitude that I boredom. Krell stated, liked. When you got right “When enemy flak and down to it, he was the Japanese fighters turned most relaxed man in an on the incoming bombers airplane I ever knew. over Lei, Zeamer had Nothing ever seemed to awakened long enough to bother him. No emerput on his Mae West and gency could shake him.” World War I helmet, and Unfortunately, his comthen went back to sleep. I B-17E in flight placency had created belted him on the chest to problems when it came to wake him up… but he the possibility of promotion out of the co-pilot’s seat and into was sound asleep.” Predictably, he was transferred out of the his own command. According to Krell: squadron and into the 43rd Bombardment Group. This move You just had to do your best to get him into the left seat, where everyone turned out to be a blessing in disguise, for it had a fleet of B-17s. felt he belonged. Well, the way he’d come into the (runway) would turn your Unfortunately, his reputation followed him, and his welcome hair white. We’d go out and slow the airplane down to about 130 and you’d into the 43rd was not a happy one. He became the “catch-all,” feel it get washy, soft and mushy on the controls…you’d turn back to Zeamer which was the man who took the random assignments and filled and say: ‘Jay, you know what you did wrong that time? (Continued on page 70)
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Discover Maine 70
— Mid-Coast Region —
though an aircraft was not promised to (Continued from page 69) in only when a spot opened. He persisted him. He searched through the 43rd’s rosand filled in, but never as a pilot. In No- ters for men who were not wanted. Krell vember of 1942 Zeamer had filled in as recalled, “Zeamer went through the outfit an Intelligence Officer during a busy time and recruited a crew from a bunch of for the Allied offensive. After receiving in- renegades. They were the worst of the formation about a Japanese buildup at Rabaul, New Guinea, reconnaissance photographs were needed to access the “They loaded their 50 calibers and they buildup. According to Home of Heroes, told everyone to stay the hell away, and “For three consecutive days reconnais- Zeamer and his crew even slept in that sance missions were flown unsuccess- damn airplane for fear someone would try to take it away from them!” fully due to heavy cloud cover. On the fourth day, the pilot was grounded… so Zeamer volunteered to fly the mission 43rd… but they made a hell of a crew.” (despite the fact that he was not an official Then they waited for an aircraft. pilot on a B-17). By that time, no one Then a badly damaged B-17E with the seemed to care… and soon Zeamer was tail number 41-2666 was flown in. Not for flying in the left seat of a “Flying Zeamer, but for the sole purpose of salFortress.” By May of 1943 Zeamer vaging its parts. Zeamer immediately seemed better suited as a pilot, as he was claimed it as his “new” aircraft. Accordawarded two Silver Stars on two different ing to Home of Heroes: missions in addition to an Air Medal for Zeamer’s crew went to work on what would sinking an 8,000-ton ship. normally have been an impossible task. They After Zeamer was finally promoted to cleaned it up, patched the holes, fixed its engines, captain, he was urged to form a crew, even and modified it to their liking. Jay had a 50-calFor honest, quality work - call Tim today!
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iber machine gun mounted in the nose so he could fire from the cockpit like a fighter pilot. 30-caliber flexible guns normally manned by the bombardier and navigator were replaced with swivel-mounted 50-caliber machine guns. The crew put guns where they didn’t even need guns. Naturally, the other flight crews who had ridiculed the crew had become envious of the aircraft’s firepower. Krell recalled, “They loaded their 50 calibers and they told everyone to stay the hell away, and Zeamer and his crew even slept in that damn airplane for fear someone would try to take it away from them!” Without time to officially name the plane, the bomber lacked the traditional nose art, but instead, it was called “Old 666” for its tail number. The crew was also nicknamed “The Eager Beavers” because they had volunteered for every unwanted assignment. On June 16, 1943 Zeamer and his crew volunteered to fly an unescorted reconnaissance mission to photograph and map Japanese installations at Buka. The photo portion went without a problem, but as
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— Mid-Coast Region —
Discover Maine
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Zeamer’s crew reported 20 fighters taking off from Buka airfield, they knew they were in trouble. Despite the threat, Zeamer held steady at an altitude of 25,000 feet. Within minutes, the aircraft was surrounded by five Japanese planes coming in five directions. After Zeamer shot down one plane with his nosemounted gun, a 20-mm cannon shell exploded in the nose of the B-17, wounding the bombardier, 2nd Lt. Joseph Sarnoski. As recalled by Home of Heroes, “The enemy cannon had ripped huge holes in the floor of the cockpit. Air screamed in through the holes in the floor and Zeamer watched as blood flowed from his bombardier’s neck. ‘I’m all right, don’t worry about me,’ Sarnoski announced. Slowly, Sarnoski dragged his body across a torn catwalk that was now slick with his own blood.” He forced himself up long enough to shoot down a twin-engine aircraft before he slumped over his machine gun and died. Then another attack shattered Zeamer’s feet and paralyzed his legs. Zeamer re-
called, “I never felt so much pain in my life... It ripped off my rudder pedals, tore gobs of flesh from my legs, and shattered my left knee. Blood from my ruptured wrist was spurting across my lap every time my heart pumped.” For 45 minutes more, 17 more fighters attacked the damaged B-17, and two more were shot down. Despite the terrible pain, Zeamer refused first aid for his wounds and flew until the fighters broke off their attack. Without a hydraulic system, brakes or flaps, the B-17 made an emergency landing at an Allied fighter landing strip at Dobodura, New Guinea. The rescue crews were surprised by what they saw: 187 bullet holes, five larger holes made by 20mm cannons, six crew members wounded, and two presumed dead. Zeamer was unconscious and prematurely pronounced dead on arrival due to the massive amount of blood loss. He actually survived the ordeal despite a 15month recovery, and was awarded the Medal of Honor in a ceremony on Jan. 16, 1944. Sarnoski received a posthumous
award. Zeamer eventually returned to active duty but retired in 1945. As a civilian, he earned a master’s degree in aeronautical engineering from MIT and had a second career as an aerospace engineer until he retired in 1968. After retirement, he returned to what made him happy — rowing in the handmade boat in Boothbay Harbor. He spent his last years there as well as in Albuquerque, New Mexico. He died on March 21, 2007 and was buried at Arlington National Cemetery. The day of the funeral, John Baldacci, then Governor of Maine, ordered that all flags throughout the state would be flown at half-mast. Rightfully so.
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Discover Maine 72
— Mid-Coast Region —
T Bristol’s George Russell braved wilderness and foes to deliver mail by Charles Francis
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he first mail route in the mid coast region began in 1793. It ran along the coast — few lived inland — from old Pownalborough or Wiscasset all the way to Castine. The first mail carrier, or post rider, was a Bristol-born man named George Russell. George Russell started his mail carry as a once a week task. Once a week was all that was necessary. People didn’t get much mail back then, nor did they send much. Back then most people couldn’t read, much less write. That’s why Russell carried what mail there was tied up in a handkerchief. There was so little he didn’t even use a satchel, much less saddlebags, when he had the use of a horse, though he did get the latter accoutrements as things picked up. As for a horse, there wasn’t all that much call for one — there weren’t the roads. George Russell covered the longest portion of his mail route on foot. The route was a lonely one. There were few settlements back in the 1790s. Here and there Russell came upon a clearing with a log cabin inhabited by a poverty-stricken family barely scraping out a living. Russell’s regular appearance was the family’s one tie to the greater world beyond their wretched existence. No exaggeration is intended with the latter statement. Two years after George Russell started his mail route, in 1795, a member of the French aristocracy visited General Henry Knox at his Thomaston mansion, Montpelier. The noble was the Duc de la Rochefoucauld-Liancourt. Of his experiences the Duc wrote “...of all America, the province of
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— Mid-Coast Region —
Maine is the place that afforded me the worst accommodation. Maine must be regarded as an affirmation that the condition of human life in that place is exceedingly wretched... this country is still in its infancy, and it is a languid and cheerless infancy.” This was the country and the people George Russell knew through his travels. George Russell’s travels through the mid coast region must have been memorable for those he encountered. Russell announced his presence with the call of a twanging horn. As he drew near a settlement or spied a figure in the distance, Russell gave out with a long, loud blat. The long tin horn popularly known as the twanging horn because of its less than harmonious tone has a long history. It is a history most often associated with official messengers. The English poet William Cowper captured the essence of the twanging horn in his epic The Task. A section titled “The Winter Evening” begins:
Hark, ‘tis the twanging horn! And continues: He comes, the herald of a noisy world, With spatter’d boots, strapp’d waist, and frozen locks; News from all nations, lumb’ring at his back. All that is necessary to appropriate the above lines to George Russell is to substitute “post rider” for “herald.” Of course, Russell had nothing approaching the designation “post road” to follow on his weekly travels. Nor was he stopping at established post offices. Back when George
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Russell was carrying the mail there were but two post offices in the Province of Maine, one in Portland and one in Wiscasset. The first post road between Boston and Portland was established in 1775. 1775 is also the year Portland got a post office. The post road from Portland to Wiscasset went into use in 1790. That same year Wiscasset got its post office. Castine didn’t get a post office until 1811. Mail there was held by storekeeper David Howe. This first mid coast mail route was not a government sponsored affair. George Russell was hired by private individuals in towns along his route as mail carrier/post rider. His wages came out of the cost of mailing a letter, and it wasn’t cheap to mail one. To send a letter from the mid coast to Boston cost all of twenty-five cents. That was a lot of money in those days. When George Russell began his mail route there was just one section of real road suitable for a horse. It ran from (Continued on page 74)
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Discover Maine 74
— Mid-Coast Region —
(Continued from page 73)
Wiscasset to St. George or Thomaston. From this point on Russell walked. And except for the few mill towns along the way, it was a bleak and sometimes dangerous walk. What made the trek dangerous was the people — primarily the timber cutters who carried on their marginal lives in the woods. The Maine lumberman of the time is best described as a rough character. Another noble French visitor, the Marquis Talleyrand, said of the native Mainer, he has “...little interest in the future of the country, ...a commensurate disregard for property rights, and he [is] content to fell enough trees to keep his family in provisions for a few months and then lapse into an apathetic state of sloth until the prospect of starvation again pricks him into action.” The Reverend Timothy Dwight saw lumbermen as individuals representative of those given to “prodigality, thoughtlessness of future wants, profaneness, irreligion, immoderate drinking and other ruinous habits.” This leads us to the question of what kind of a man takes on the responsibility of carrying the mail through a countryside inhabited by the likes of the lumberman? What kind of a man was George Russell? In later life, George Russell served as a militia captain. When Russell took the job of post rider he was just seventeen. But even
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at seventeen Russell had a lot going for him. George Russell took the post rider job while living in Castine. His family was from the Bristol and Waldoboro region, though, and it was a big family. Almost every town on Russell’s route had some of his relatives living in it. Plus, even though George was young, he had better than five years experience working fishing boats and in the woods cutting timber. George Russell was a tough, strong young man. And he had a well-deserved reputation of reliability. That’s why David Howe of Castine asked Russell to take the job as post rider. Howe was a Deputy U.S. Marshal besides being a storekeeper. He also had interests in Duck Trap and would eventually make Lincolnville his home. Just how many years George Russell carried the mail in the mid coast area is unclear. By 1801 he was back in Bristol and married. During the War of 1812 he organized a company for defense of the coast. A good many of those who enlisted did so because of Russell’s reputation. Many of them were fishermen. Some were timbers cutters, though. They had probably gotten to know Russell on his lonely walks as a mail carrier. Other businesses from this area are featured in the color section.
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— Mid-Coast Region —
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Newfies To The Rescue A tale of Cushing’s early years by Charles Francis
T
here are countless tales of bravery, escapes from near death, and of remarkable heroes to be found in local histories all over Maine. Some of these tales are recent, and some date back to colonial days, and before that to the age of exploration, and even before that to prehistory and tales of Native Americans. One of my all-time favorites dates back to the days of the French and Indian War, and is set in what would become the town of Cushing. It is an early tale of Benjamin Burton, one of the founding fathers of Cushing and a Revolutionary War hero. What I find fascinating in the tale is the role played by Newfoundland dogs. The most common source for the story of Benjamin Burton and the Newfoundland dogs would seem to be Williamson’s History of the State of Maine. Many find Williamson’s tome — tomes would be the more proper as there are several volumes — terse
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and dry, and to a great extent the work is that. However, interspersed in the work’s dry straightforward history are fascinating vignettes of people and places that give a real sense of what life in Maine was like long ago, and that even some 300 and more years ago Mainers had a sense of the genius loci — the sacredness — of Maine places. Williamson’s history is remarkably accurate — that is, on most occasions and for most references. In the case of the tale of Benjamin Burton and the Newfies it may be just a bit off the mark, however. The tale may just be an anachronism. Or at least (Continued on page 76)
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Discover Maine 76
— Mid-Coast Region —
(Continued from page 75)
and son. Benjamin Burton the elder came to the mid coast region shortly before 1740. His son, Benjamin the younger, was a prominent figure of the mid coast region from the time of the Revolution, or shortly before that, on into the early part of the nineteenth century. Born in a blockhouse on the St. George River in the Township of St. George any time from 1740 to 1749 (dates conflict), Burton the younger is an especially notable figure in the history of the towns carved from that township — Thomaston and Cushing. The elder Burton served as a lieutenant in the expedition that captured the French fortress of Louisburg on Cape Breton Island in 1745. Following the expedition, he served at the St. George blockhouse. (This suggests the younger Burton was born after 1745.) Sometime in the early 1750s (most likely 1750 or 1751) the Burton family moved to what would be known as Burton’s Fort in the future Cushing. 1754 is usually given for the year the French and Indian War began. 1754 is also
one aspect of it may be anachronistic. There is at least one element of the tale that is out of place and time. According to Williamson — or at least according to a number of later writers who cite Williamson — the settlers of Cushing acquired a “pack” of Newfoundland dogs at the time hostilities in the French and Indian War were really beginning to heat up. The date given is 1754, but there is a problem with it. Newfoundland dogs have a noble history as work dogs. That history may date back as far as a thousand years. It is a tradition that has Newfies as the helpmate and work-dog of settlers and fishermen. And it is a tradition that has Newfies saving the lives of Maine settlers — particularly those of Cushing pioneers, among whom we find Benjamin Burton, his wife and four of their children — from Indian attack. There are actually two individuals named Benjamin Burton that made the Cushing area their home. They are father
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the year Newfoundland dogs were supposedly brought to settlement around Burton’s Fort as an aid in protection from Indians. The two dates seem a bit too convenient, though — it makes sense that dogs from further down east were introduced to the mid coast as a consequence of the Cape Breton expedition. After all, Newfoundland and Cape Breton are close neighbors, and it seems quite likely that Newfoundland-bred dogs could be found around the fortress of Louisburg. Be that as it may, this is not the particular point which makes Williamson’s reference to Newfoundland dogs anachronistic. The dogs that made up the pack of Newfies (we don’t know how many there actually were) were trained to range ahead of their masters the distance of a gunshot. That is what Williamson says. Regardless, as this tale goes, Benjamin Burton the elder, his wife Alice and four children — one of whom well could have been Benjamin the younger — ventured beyond the safety of Burton’s Fort one day. Suddenly a Newfie started to bark. Assuming
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— Mid-Coast Region —
the worst, the Burtons grabbed their four children and headed back toward the fort. Benjamin carried one child on his back and one under each arm. Alice hustled the fourth along with a firm grasp of the wrist. (One assumes Alice had a grip on the wrist of her first-born, Benjamin Burton the younger.) All the Burtons made it to safety. Benjamin Burton the younger went on to actively support the Patriot cause during the Revolution. He is one of three Mainers credited with having his face painted as an Indian and dumping tea in Boston Harbor. He is also credited with helping General Peleg Wadsworth escape from a British prison in Redcoat-occupied Castine. The latter tale has Wadsworth and Burton captured in Thomaston. During the imprisonment the two men tunneled their way through the roof of their underground cell in Fort George in Castine. Benjamin Burton was an important Patriot leader in the mid coast region. But for a vigilant Newfie, history might have been other than what it was. At least that is what we are supposed to believe given William Williamson. So what is the problem involving Williamson’s tale of Newfoundland dogs? The problem is this, the terminology. The term Newfoundland to refer to a particular type of dog did not come into use until 1775. It was coined by one George Cartwright in that year and didn’t even refer to the Newfoundland dog as we
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know it today. That is the official word of the Canadian Kennel Club Breed Standard for the Newfoundland Dog. This authoritative body presents three theories for the origin of today’s Newfie, among them being that the breed is a mix of the dogs brought to the island by the Vikings in 1000, and the now-extinct Black Wolf. Before 1775 and well after that dog fanciers identified a Newfie as either a
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Greater or a Lesser St. John’s Dog. There is an even more revealing point to this particular anachronism. The dog we know as a Newfoundland today didn’t even develop in Newfoundland. The Lesser St. John’s dog was bred into a retriever. The Greater St. John’s Dog was bred in England to the Newfoundland of today. Purebred Newfies, even those from Newfoundland, trace their ancestry to England. (The first Newfoundland Breed Club was established in England in 1886.) So, was the dog Williamson called a Newfoundland a big Greater St. John’s or a smaller Lesser St. John’s or something else altogether? Did Williamson name the pack of dogs that guarded Burton’s Fort and may have come from Cape Breton Newfoundland dogs to make a good story? Perhaps that is the case.
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Lime Rock Railroad, Rockland. Item #102194 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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The U-boat Threat The trawler Notre Dame’s near-fatal brush with destiny by Charles Francis ecember 3, 1944 was a typical cold late fall day — the kind of day Maine fishermen are almost inured too — when the trawler Notre Dame had its brush with destiny in the gray waters of the Atlantic in the outer reaches of Penobscot Bay. Throughout World War II most Maine fishermen — even though they were aware of the threat posed by German Uboats operating off the Maine coast — continued to venture well offshore to fish. They did so because fishing was their livelihood, it put food on the table and into the mouths of their children. The crew of the trawler Notre Dame belonging to the firm of F. J. O’Hara & Sons of Rockland, were just some of the Maine fishermen who spent time at sea so that their families might eat, even though it meant that a German torpedo might end
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their lives at any moment. On December 3 the Notre Dame was steaming along in the waters off Matinicus and Monhegan when it came across evidence of just how serious the threat of the infamous Nazi unterseeboot or submarine was. On that day the Notre Dame rescued five survivors of the forty-seven man crew of the SS Cornwallis. The Cornwallis had been sunk by the U-1230, one of the German Navy’s new generation of schnorkel submarines. The U-1230 stands alone in the history of the German unterseeboot. It is unique not only in that it was a schnorkel submarine, but also in that it was one of the few German U-boats never to suffer a casualty. It fact, the presence of the U-1230 in Maine waters was not known until the submarine had left them. These facts aren’t the real reason for the U-1230’s notoriety, how-
ever. The U-1230 was the submarine that surfaced further down east off Hancock Point and landed espionage agents charged with ferreting out secrets of America’s nuclear weapons program. While the story of the U-1230’s spy drop is a relatively well-known one along the Maine coast — the location where the spies landed on Crabtree Neck now has a plaque proclaiming it a National Historic Landmark — the encounter of the Notre Dame with the U-1230’s later handiwork is not. Germany developed the schnorkel submarine in the last stages of the war. The schnorkel, which protruded just a few feet above the water, allowed the U-boat to roam, almost undetectable, for almost indefinite periods of time. The big advance represented by the schnorkel was not just (Continued on page 80)
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(Continued from page 79)
waters. In November and December these were replaced with five more. The U1230, which provided the Notre Dame with its place in the history books, was in a category all by itself, however. The Notre Dame was a 132-foot beam trawler built by the Bath Iron Works for F. J. O’Hara & Sons in 1929. Francis J. O’Hara was an important Rockland businessman with interests in Boston. The company he headed still exists today, and was a major Knox County employer into the 1990s. The SS Cornwallis was a Canadian National Steamships vessel. She was carrying a cargo of molasses and sugar from Barbados to St. John, New Brunswick. She went to her doom at 43.59N latitude 068.20W longitude. That puts her watery grave and the grave of forty-two of her crew off Monhegan and Matinicus. Although the Cornwallis was armed and carried seven DEMS gunners, there is no record of any kind of sea battle between her and the U-1230. Undoubtedly, she never saw the U-1230 thanks to its
that it supplied the crew of the U-boat with fresh air, but that it allowed the Uboat to operate its diesel engines for long periods of time while running submerged. And, the Gulf of Maine was the chief hunting ground of these new deadly Nazi U-boats in the last months of World War II. The first intimation that the German Navy had a new submarine threat occurred in May of 1944. That month the U-548 sunk the Valleyfield off the Grand Banks. Thirty-eight of the Valleyfield’s crew of 168 survived. After the Valleyfield went down, Allied warships were unable to locate her attacker. The U-548 could run underwater at full speed and she was virtually invisible. Waves or any water-born debris served to camouflage her from radar. By all accounts, the U-548 sailed undetected south and along the Maine coast after sinking the Valleyfield. In the late summer of 1944 the Germans sent five schnorkel submarines to operate in the Gulf of Maine and nearby
schnorkel. A single torpedo probably ended the life of the Cornwallis and those of so many of her men. The U-1230 had just the one assignment. It landed its spies in Maine and then sailed for home. The only ship it sank was the Cornwallis. The fact that it didn’t send the Notre Dame to the bottom along with the Cornwallis is fate. It can only be assumed that the U-1230 never saw the trawler. Intriguingly, Hans Hilbig, the captain of the U-1230, is a relatively well-known figure among submariners today. He is, as of this writing, a member of Sharkhunters, an international association of former submariners and submarine aficionados that includes ex-U-boat men. President Ronald Reagan was a member of Sharkhunters. The U-1230 ended its career in 1945 as target practice for the British Navy. That same year the Notre Dame was sold to a Norwegian firm. She drops from the record books at that point. Other businesses from this area are featured in the color section.
Rockland Mercantile Co. 350 Main Street, Thomaston 354-0777 • After Hours 594-4070 across from the Prison Showroom MaineIslandRagRugs.com
Two Floors of Merchandise First Floor: Imports from India, China and Mexico Second Floor: Antiques and Collectibles Furniture • Block Prints • Textiles • Rugs Jewelry • Shawls • China • Tableware Lamps • Pottery • Hanging Votives New Arrivals Open 11-5 Daily
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Marina at Rockland. Item #102192 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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Street railway bridge in Rockport, 1921. Item #25369 from the collections of the Maine Historical Society and www.VintageMaineImages.com
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Robert Cray • Brooks Family Reunion • Magic Slim & the Teardrops • Eric Bibb • Eddy “The Chief” Clearwater Lil’ Ed & the Blues Imperials • Billy Branch & the Sons of Blues James Armstrong • Nellie Tiger Travis • Toni Lynn Washington Trampled Under Foot • Dave Gross & Gina Sicilia
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A Tale Of Two Poets Maine poets were Camden friends by Charles Francis
I
magine two figures dressed in turn-of-the-twentieth century frocks. They move slowly through a field of wildflowers, collecting armfuls of daisies, Brown-eyed Susans and the like. Bees buzz. The meadow’s summer scents are leavened by salt sea breezes, for the two ramblers are between mountains and the sea, the Camden Hills to one side, Penobscot Bay on the other. One figure is clearly younger than the other. The younger is diminutive, appearing just out of childhood. Yet, the younger seems the more authoritative: she seems the leader, even though she listens intently to the older. It almost appears a caretaker situation. The two are Abbie Huston Evans and Edna St. Vincent Millay. Evans is the older by ten years. Evans is nearly blind. That is why Millay appears the more dominant of the two. Both Abbie Huston Evans and Edna St. Vincent Millay became poets — Millay, of course, the better known. As far as locals are concerned, the two are Maine poets. Today the two are referenced by their full names. It is less than proper to do anything else. Millay was known to most as Vincent.
Edna St. Vincent Millay
(Continued on page 84)
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in Bristol in 1882. She died in 1983. Millay was born in Rockland in 1892. She died in 1950. While both Evans and Millay can be said to be Maine poets, both were drawn to cities — Evans to Philadelphia and Millay to New York. Evans, however, maintained lasting ties to her native state throughout her life. As an adult, Millay visited Maine infrequently. Evans had a summer home in Bristol. She supported the Poetry Fellowship of Maine. Evans’ strong ties to Maine may serve to explain why Millay described her poetry as having “a hard integrity... and... country-bred passion.” One can say that the friendship of Edna Millay and Abbie Evans was one made in Heaven. They met in church. Abbie was Edna’s Sunday school teacher. The church was Camden’s Congregational church. Abbie’s father was minister there. The Millay family, Edna’s mother and two sisters, attended on a regular basis. When Abbie Evans was eighteen she suffered an illness that took most of her
To each other, however, they are Abbie and Edna. Abbie Evans and Edna Millay had much more than poetry in common. As their poetical works indicate, they both loved nature. Evans is often described as a nature poet. They are to be identified as best friends, even given that there were ten years separating the two. It may be said that Evans was Millay’s only true friend. Evans’ view of Millay was nonjudgmental and unconditional in the manner that a parent’s love for a child is unconditional. The two were very different, however. Where Millay was passionate, often self-serving and given to excesses as her affairs and problems with alcohol indicate, Evans was emotionally stable and service-oriented. Evans was first and foremost a teacher and social worker. Millay lived to just fifty-eight, Evans lived beyond her centenary. Abbie Evans and Edna Millay spent their formative years in Camden. Neither were born there, though. Evans was born
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sight. For nearly ten years, she was neither able to read or write. This explains why, when Abbie and Edna went for a walk, Edna was the leader. It also explains why the friendship of the two was true and lasting. It was founded in adversity and grew with a sharing of senses, one set of eyes blighted for a time, the other set a window on the world for both. One can but imagine the debt each owed the other, as Edna’s descriptive powers were honed by describing the world she saw, and Abbie’s vivid imagination incorporated the images in her mind. The relationship was symbiotic. Edna Millay was a genius. Elizabeth Haight, one of her college professors, went so far as to say so. Edna turned that genius almost exclusively to writing. Was Abbie Evans less because so much of her life lay in service to others? Both were gifted far above or beyond the norm. Both went on to educational experiences foreign to most of their Camden High School classmates. Edna went to Vassar. That institution
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thought her so ill-prepared for its ivy-covered classrooms that it had her make up those failings with remedial classes at Barnard. Abbie went to Radcliffe. She earned two degrees there. Edna was Bohemian, outré and exotic. The lifestyle began at Vassar and led her to that mixing bowl of radical styles of thought and manner in New York’s Greenwich Village. Abbie went from Radcliffe to the classroom, where she taught English. She served as a Red Cross volunteer during the Great War. This was fol-
lowed by a stint as a social worker before returning to the classroom. Meanwhile, Edna was supporting herself as an actress with the avant-garde Provincetown Players. Edna won the Pulitzer Prize for poetry in 1923. She was the most honored woman poet in America. Abbie’s first book of poetry, Outcrop, came out in 1928. Edna wrote the foreword. When Abbie applied for a Guggenheim Fellowship, Edna wrote her a recommendation. Edna St. Vincent Millay died from a fall.
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She broke her neck. She was rich and famous. Abbie Huston Evans died in old age. She was neither rich nor famous. Author’s Note: In the early 1970s Mary Jane invited me to hear Abbie Huston Evans read some of her poetry. It was a wonderful experience. Abbie was soft- spoken and clearly one who loved words. Mary Jane served as president of the Poetry Fellowship of Maine. She was Evans’s close friend. Much of the above is based on discussion with Jane.
Girls at Camp Tanglewood in Lincolnville Beach. Item #101222 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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Downtown Belfast. Item #100132 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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The “upper bridge” in Belfast. Item #100125 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org
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Discover Maine 88
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Lemuel Grant: The Frankfort Man Who Designed Atlanta’s Civil War Fortifications Yankee had moved South prior to the Civil War
by Charles Francis herman burned Atlanta and Grant rebuilt it. Sounds fanciful, even outrageous. But not when the Grant was other than the Union Civil War general. In this case the Grant is Lemuel P. Grant, a Frankfort, Maine-born man. Lemuel Grant didn’t really rebuild Atlanta, but he played an important role in its resurrection after it was burned by General Sherman. Anyone who is familiar with his American history knows Atlanta, Georgia suffered horribly in the final stages of Sherman’s famous “march to the sea.” If you saw the movie version of Margaret Mitchell’s Gone With the Wind, the image of flames consuming Atlanta is probably indelibly engraved in your memory. Well, while Atlanta burned, Lemuel
S
Grant was there fighting the flames. What, you may ask, was a good Maine Yankee doing in Atlanta during the Civil War? The answer is that Lemuel Grant, while a Downeaster by birth, was a Southerner by choice. In fact, Lemuel Grant was an active supporter of the Southern cause during the war. In short, he was a Confederate — a Johnny Reb! Proof of this is found in the fact that Grant was chief engineer of the Confederate Department of Georgia throughout the conflict. Today, Lemuel Grant is viewed as one of the great men of Georgia and Atlanta history. That view only has a little to do with Grant’s wartime services to his adopted state and city. Lemuel Grant is also numbered among the founding fa-
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thers of Atlanta. Lemuel Grant’s name is forever memorialized in Atlanta in Grant Park, begun on land that Grant donated to the city. Today, among other things, Grant Park is the location of the Atlanta Zoo. The Atlanta Zoo is one of the best and most famous in the United States. You may know it as the home of some of the handful of giant pandas outside of China. The zoo had two, a male and a female. When they became parents it made the national news. Lemuel Grant’s life story is a true tale of rags to riches. It begins with Grant working as a day laborer and ending as a respected, wealthy and influential figure. Remarkably, Grant accomplished this pleasing state of affairs even though he lost the bulk of his material assets during
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— Mid-Coast Region —
the Civil War. Lemuel Grant was born in Frankfort in 1817. The town, when Grant was growing up there, was little more than a hardscrabble farming community. The town’s quarries would not be developed until well after Grant had established himself in the South. Nor was Frankfort, which then included what is now Winterport, Bangor’s winter port. That circumstance, which would serve as a much needed spur to the economy of the river district, would not begin until Bangor’s potential as a lumbering town began to be made manifest. In short, Lemuel Grant saw Frankfort and its immediate environs as offering little in the way for his own potential growth. Plus, as he would later say, he disliked cold weather. Lemuel Grant began working his way south from the Penobscot sometime around his early twenties. In his search for opportunities for development, he had two important assets. One was, like many brought up close to Maine’s vast forests, a sense for surveying and land develop-
Pacific president. Grant was in Atlanta when war was declared. By now a recognized authority in construction, he was a natural resource for Confederate leaders to look to as an engineer, both for advice and for construction. Grant’s biggest project was a ten-mile-long system of redoubts for the protection of Atlanta. Slave labor was used in the construction. In using slaves, Grant did the unexpected in paying them: a dollar a day, plus food. The defenses proved useless, though. By the time General Sherman’s implacable force arrived at Atlanta there were too few Southern troops left to man them. Following the war, Grant was an instrumental force in the construction of new Georgia railways to replace those ripped up by Sherman’s forces. He was also a prime mover in the establishment of the Bank of the State of Georgia. He brought Oglethorpe University to Atlanta. And he involved himself in a number of civic betterment projects, including improving
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(Continued on page 90)
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89
ment. The other asset was the willingness to take any job, no matter how lowly it might seem. These jobs extended to working as a common laborer in railroad construction. The latter happenstance provided him with an insider’s understanding of just how rail lines are built. Grant arrived in Atlanta in the late 1830s or early 1840s. One of his first jobs there was as a rod man for a railroad surveyor. As a rod man all he did was assist in the mechanics of the survey. In essence, Grant was a glorified apprentice, a position most often associated with teenagers. However, while thus employed, Grant was buying up cheap tracts of land in Atlanta. This was in the mid 1840s. In 1848 Grant was named president of Georgia Railway. In 1852 he was one of the founders of the Atlanta Bank. In 1853 he took a job working for a New Orleansbased railroad that was pushing its line toward Texas. In 1857 Grant headed a contracting company that extended the Southern Pacific from Texas to the West Coast. In 1858 he was named Southern
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Jed Prouty Tavern in Bucksport. Item #100343 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org (Continued from page 89)
Atlanta’s water system. While Lemuel Grant fully acclimatized as a resident of Hotlanta — a nickname for Atlanta — and as a Southerner, today he is looked upon as one of the great leaders of the past in Georgia. He never lost all the characteristics of the Downeaster. To begin with, Grant was never really a leader. Or if he was, he led by example. In reality, Lemuel Grant was one of a type or stereotype that Southerners of the past despised — he was a canny Yankee, a Yankee trader. This explains his rise to affluence. To say it in another way, Lemuel Grant was a rugged individualist. Individualists aren’t interested in exalting a way of life,
Penobscot Bay Yacht Exchange
but rather in living their own lives to the fullest. Grant could easily have secured high rank in the Confederate Army. It would have undoubtedly resulted in his becoming a general. What Grant did do when war was declared was act for the general welfare of Atlanta and Georgia. Then, when the conflict was over, Grant went back to doing what he did well, developing railroads and property. This is not to say that Lemuel Grant was a greedy man — he wasn’t. The time and gifts he gave Atlanta show this. Lemuel Grant simply didn’t want to be a part of the masses. Individualists — like New Englanders of Grant’s era — naturally distrust the masses and those who claim to speak for them.
Two Great Businesses, One Great Location
Ramsdell Auto Supply Bucksport Electronics
Sales ~ Service ~ Repairs Boat Rentals
207-460-5866
www.penbayyacht.com
Just don’t buy stuff, do stuff
38 Main Street • Bucksport 469-7903 469-6886 (RadioShack)
Other businesses from this area are featured in the color section.
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— Mid-Coast Region —
Directory of Advertisers Business
Page
4 Seasons Guide Service . . . . . . . . . . .74 44 Degrees North Architects . . . . . . .72 A-1 Diner . . . . . . . . . . . . . . . . . . . . . . .40 Absolut Accounting & Tax Services . .78 Alewives & Ales . . . . . . . . . . . . . . . . . .72 American Awards Inc. . . . . . . . . . . . . .25 Andrews Harborside Restaurant . . . . .44 Andy’s Auto Repair . . . . . . . . . . . . . . .88 Atlantic Edge Lobster . . . . . . . . . . . . .69 Atlantic Seal Cruises . . . . . . . . . . . . . .32 Atlantic Studios Inc. . . . . . . . . . . . . . .56 Augusta Seafood . . . . . . . . . . . . . . . . .26 Aunt Judy’s Uniforms . . . . . . . . . . . . .87 B&B Septic Tank Service . . . . . . . . . . .3 Back Street Bistro . . . . . . . . . . . . . . . .36 Ballard Meats and Seafood . . . . . . . . .40 Balmy Days Cruises . . . . . . . . . . . . . . .69 Balsam Cove Campground . . . . . . . . .91 Barn Door Café & Bakery . . . . . . . . .16 Bath Book Shop . . . . . . . . . . . . . . . . .18 Bay Leaf Cottages & Bistro . . . . . . . .85 Bay Wrap Inc. . . . . . . . . . . . . . . . . . . .87 Bayview Lobster Restaurant . . . . . . . .58 BC Hydraulics Inc. . . . . . . . . . . . . . . . . .6 Bear Hill True Value . . . . . . . . . . . . . .75 Belfast Area Chamber . . . . . . . . . . . . .65 Belfast Co-Op Store . . . . . . . . . . . . . .86 Beloin’s Oceanfront Motel . . . . . . . . .61 Benton Family Fun Park . . . . . . . . . . .42 Beverage Rack Redemption Center . .14 BFC Marine . . . . . . . . . . . . . . . . . . . . .19 Block & Tackle Restaurant . . . . . . . . .17 Boot & Buckle Café . . . . . . . . . . . . . . .16 Boothbay Harbor House of Pizza . . .68 Boothbay Lobster Wharf . . . . . . . . . .44 Boothbay Railway Village . . . . . . . . . .45 Bowdoin Town Store . . . . . . . . . . . . . . .3 Brad Carter Real Estate . . . . . . . . . . . .79 Bragg’s Tree Care . . . . . . . . . . . . . . . . .58 Bucksport Bay Area Chamber . . . . . .91 Bucksport Electronics Radio Shack . .90 Burke’s Masonry & Roofing . . . . . . . .24 Burnham’s Bloomers . . . . . . . . . . . . . .74 C & D Laundry . . . . . . . . . . . . . . . . . .16 C&J Chimney & Stove Service . . . . . .76 C.W. Rogers Inc. Ace Hardware . . . . .17 C.W.C. Boat Transport . . . . . . . . . . . .72 Cabot Mill Antiques . . . . . . . . . . . . . .13 Calypso . . . . . . . . . . . . . . . . . . . . . . . . .70 Camden-Rockport-Lincolnville Chamber .84 Captain Mike’s Family Restaurant . . . .13 Captain Ron’s Cruises . . . . . . . . . . . . .47 Captain Sawyer’s Place . . . . . . . . . . . . .68 Carter’s Citgo Fort View Variety . . . . .89 Cedar Crest Motel & Grille . . . . . . . . .60 Chateau Cushnoc Apartments . . . . . .67 China Area Wash & Dry . . . . . . . . . . .20 China by the Sea . . . . . . . . . . . . . . . . .70 Clark Auto Parts . . . . . . . . . . . . . . . . .72 Clayton’s . . . . . . . . . . . . . . . . . . . . . . . . .9 Coastal Critters Clambakes . . . . . . . . .63 Coggins Road Auto . . . . . . . . . . . . . . .72 Cole Carpentry . . . . . . . . . . . . . . . . . . .87 Come Spring Café . . . . . . . . . . . . . . . .82 Comfort Inn Belfast . . . . . . . . . . . . . .64
Business
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Cook’s Crossing Ice Cream Shop . . . .89 Cook’s Lobster House . . . . . . . . . . . . . .9 Cornelia C. Viek CPA . . . . . . . . . . . . .12 Corson’s Auto Supply . . . . . . . . . . . . .78 Country Inn . . . . . . . . . . . . . . . . . . . . .60 Cushing Diesel . . . . . . . . . . . . . . . . . . .76 D.H. Pinnette & Sons Inc. . . . . . . . . . . .8 Damon’s Beverage Mart . . . . . . . . . . .25 Davis Dirt Works & Excavation . . . . .86 Desert of Maine . . . . . . . . . . . . . . . . .10 Dominic Paul Mercadante . . . . . . . . . . .8 Dom’s Barber Shop . . . . . . . . . . . . . . .24 Don’s Redemption Center . . . . . . . . . .13 Dorman’s Dairy Dream . . . . . . . . . . . .76 Dow’s Eastern White Shingles . . . . . .27 Dunton’s Doghouse . . . . . . . . . . . . . .70 Dyer’s Soda Blasting . . . . . . . . . . . . . . .4 E & B Electric . . . . . . . . . . . . . . . . . . .23 East Boothbay General Store . . . . . . .68 East Neck Electric Inc. . . . . . . . . . . . .50 Ed Bouchard Electric . . . . . . . . . . . . .15 Ed’s Stuff . . . . . . . . . . . . . . . . . . . . . . .19 Edward A. Benner . . . . . . . . . . . . . . . . . . . . . .71 Elder Care Network of Lincoln County . . .73 Elizabeth’s Cuts & Styles . . . . . . . . . . .76 F.L. Davis & Co. . . . . . . . . . . . . . . . . .91 Fairfield Antiques Mall . . . . . . . . . . . . .4 Fairground Café . . . . . . . . . . . . . . . . . .17 Fat Boy Drive-In . . . . . . . . . . . . . . . . .14 Five Islands Lobster Co. . . . . . . . . . . .37 Five K Landscape Arborist . . . . . . . . .71 Fox Real Estate . . . . . . . . . . . . . . . . . .15 Freddie’s Service Center . . . . . . . . . . .21 Freelance Graphic Design . . . . . . . . . .35 Freeport Beads . . . . . . . . . . . . . . . . . . .30 Freeport Medical Center . . . . . . . . . . .11 French & Brawn Marketplace . . . . . . .58 Fresh Off The Farm . . . . . . . . . . . . . .83 G. Drake Masonry . . . . . . . . . . . . . . . .62 Galeyrie Maps & Custom Frames . . . .27 Gene Reynolds & Sons Paving . . . . .19 Genuine Automotive Services . . . . . .55 Georgetown Pottery . . . . . . . . . . . . . .38 Giles Rubbish . . . . . . . . . . . . . . . . . . . .68 Gilmore’s Seafood . . . . . . . . . . . . . . . .38 Goose River Golf Club . . . . . . . . . . . .83 Graffam Bros. Seafood Market . . . . . .61 Granite Hall Store . . . . . . . . . . . . . . . .72 Grille 233 . . . . . . . . . . . . . . . . . . . . . . .31 Gurnet Trading Co. . . . . . . . . . . . . . . .34 Half Moon Gardens . . . . . . . . . . . . . .57 H.T. Jones Lawncare . . . . . . . . . . . . . .52 H.T. Winters . . . . . . . . . . . . . . . . . . . . .25 H2O Well Drilling . . . . . . . . . . . . . . . .86 Haggett Hill Kennels . . . . . . . . . . . . . .69 Hammond Lumber Co. . . . . . . . . . . . .32 Hanna’s . . . . . . . . . . . . . . . . . . . . . . . . .48 Harbor View Grille . . . . . . . . . . . . . . .66 Harpswell Inn . . . . . . . . . . . . . . . . . . .37 Harraseeket Inn . . . . . . . . . . . . . . . . . .10 Hatch Well Drillers . . . . . . . . . . . . . . .73 Hawkes Lobster . . . . . . . . . . . . . . . . . .17 Hilltop Store . . . . . . . . . . . . . . . . . . . .86 Holbrook’s Snack Bar & Grille . . . . . .36 Hoof N’ Woof Pet Sitting Services . .74
Balsam Cove Campground
Enjoy camping on a 10-mile-long lake while escaping the crowd. Camp in a clean, quiet campground with beautiful lakefront recreation and all facilities. A real campers’ paradise with reasonable rates.
207-469-7771 286 Back Ridge Road • Orland, Maine
1.5 miles off Rt. 1 on west side of Toddy Pond
Business
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Hotel Pemaquid . . . . . . . . . . . . . . . . . .47 Houston Brooks Auctioneers . . . . . . . .5 Howard’s Diesel Service . . . . . . . . . . .75 Hughes Construction Co. Inc. . . . . . . .4 Hunters Truck & Tire . . . . . . . . . . . . . .5 Hussey’s General Store . . . . . . . . . . . . .7 Hydraulic Hose & Assembly . . . . . . . . .7 Ideal Septic Service . . . . . . . . . . . . . . .71 Integrity Roofing & Siding . . . . . . . . . .6 Interstate Self Storage . . . . . . . . . . . . .11 J & B Marine Service, LLC . . . . . . . . .22 J. Edward Knight & Co. . . . . . . . . . . . .5 Jameson Tavern . . . . . . . . . . . . . . . . . .11 Jeremy Linscott Contractor . . . . . . . . .83 Jess’s Market . . . . . . . . . . . . . . . . . . . . .80 Jewett Builders . . . . . . . . . . . . . . . . . . .23 John Marvin Towers Apartments . . . .67 Journey’s End Marina . . . . . . . . . . . . .55 Just Barb’s Restaurant . . . . . . . . . . . . .66 Just Friends Hair Design . . . . . . . . . . .81 K.D. Welding . . . . . . . . . . . . . . . . . . . .21 K.V. Tax Service Inc. . . . . . . . . . . . . . .23 Keag Store . . . . . . . . . . . . . . . . . . . . . .76 Kirby’s Lobster Shack . . . . . . . . . . . . .66 Kis-Com Repair . . . . . . . . . . . . . . . . . .74 Klassic Klunkers . . . . . . . . . . . . . . . . .38 Knights Inn . . . . . . . . . . . . . . . . . . . . .33 K-O Painting . . . . . . . . . . . . . . . . . . . .66 Ladd’s Plumbing . . . . . . . . . . . . . . . . .41 Lake Pemaquid Camping . . . . . . . . . . .73 Lamoreux Floor Sanding . . . . . . . . . . . .3 Larrabee Insurance . . . . . . . . . . . . . . .22 Laurel Wood Floors . . . . . . . . . . . . . . . .6 Lee J. Bell . . . . . . . . . . . . . . . . . . . . . . .62 Lee’s Tire & Service Center . . . . . . . . .15 Lighthouse Digest . . . . . . . . . . . . . . . .30 Lilee’s Public House . . . . . . . . . . . . . .36 Loads of Fun Laundromat . . . . . . . . .24 Lobster Pound Restaurant . . . . . . . . . .59 Longfellow’s Cedar Shingles . . . . . . . .30 Longfellow’s Hydroseeding Inc. . . . . .30 Lori’s Café . . . . . . . . . . . . . . . . . . . . . .20 Lucas Construction . . . . . . . . . . . . . . .39 Mac’s True Value . . . . . . . . . . . . . . . . .20 Mail It 4 U . . . . . . . . . . . . . . . . . . . . . . .8 Maine Coast Petroleum . . . . . . . . . . . .77 Maine Historical Society . . . . . . . . . . . .8 Maine Island Rag Rugs . . . . . . . . . . . .80 Maine State Credit Union . . . . . . . . . .42 Maine State Music Theatre . . . . . . . . .35 Mama D’s Café . . . . . . . . . . . . . . . . . .68 Maplewood Home Sales . . . . . . . . . . .13 Marine Parts Express . . . . . . . . . . . . . .42 Masters Machine . . . . . . . . . . . . . . . . .48 McAllister Real Estate . . . . . . . . . . . . .24 McCarthy Point Builders . . . . . . . . . . . .3 McKean & Charles Wine . . . . . . . . . .75 McNaughton Bros. Construction . . . .42 McVety’s Hearth & Home . . . . . . . . . .42 Mid Maine Self Storage . . . . . . . . . . . .21 Mitchell & Byers Realty . . . . . . . . . . . .73 Mitchell Tweedie Funeral Home . . . . .89 Monhegan Boat Line Co. . . . . . . . . . .54 Montsweag Flea Market . . . . . . . . . . .19 Moody’s Diner . . . . . . . . . . . . . . . . . . .75
Business
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Mor In-Power . . . . . . . . . . . . . . . . . . .37 Mount Battie Motel . . . . . . . . . . . . . . .62 Movie & Pizza Shop/Ice Cream Corner . . .74 Mr. Tire & Co. . . . . . . . . . . . . . . . . . . .77 Muscongus Bay Lobster Co. . . . . . . . .50 Musical Wonder House . . . . . . . . . . . .40 Narrows Tavern . . . . . . . . . . . . . . . . . .75 Natanis Golf Course . . . . . . . . . . . . . .39 New Meadows Seafood . . . . . . . . . . . .18 North Atlantic Blues Festival . . . . . . .82 North Country Wind Bells . . . . . . . . .50 Northeast Laboratory Services . . . . . .21 Northeast Historic Film . . . . . . . . . . .90 Offshore Restaurant . . . . . . . . . . . . . .83 Olde Bristol Days Schedule . . . . . . . . .48 Out of the Woods . . . . . . . . . . . . . . . .65 Owls Head Transportation Museum .56 Pagett Farm . . . . . . . . . . . . . . . . . . . . .39 Park Street Grille . . . . . . . . . . . . . . . . .57 Patricia A. Flagg EA . . . . . . . . . . . . . .24 Pat’s Pizza Yarmouth . . . . . . . . . . . . . .31 Pejepscot Historical Society . . . . . . . .12 Pemaquid Fisherman’s Co-Op . . . . . .46 Penobscot Bay Regional Chamber . . .81 Penobscot Bay Yacht Exchange . . . . .90 Penobscot Island Air . . . . . . . . . . . . . .55 Penobscot Marine Museum . . . . . . . .28 Perry’s Nut House . . . . . . . . . . . . . . . .87 Phoenix Embroidery . . . . . . . . . . . . . .36 Pine Grove Cottages . . . . . . . . . . . . . .84 Pinkham’s Plantation . . . . . . . . . . . . . .52 Pioneer Motel . . . . . . . . . . . . . . . . . . .26 Port Clyde General Store . . . . . . . . . .53 Pro Rental of Rockport . . . . . . . . . . . .84 Prock Marine Co. . . . . . . . . . . . . . . . . .58 Quahog Bay Inn . . . . . . . . . . . . . . . . .36 R.I. Randall & Sons . . . . . . . . . . . . . . . .9 R.J. Energy Services, Inc. . . . . . . . . . . .25 R.A. Webber & Sons . . . . . . . . . . . . . .14 Ralph’s Café . . . . . . . . . . . . . . . . . . . . .65 Ramsdell Auto Supply . . . . . . . . . . . . .90 Randolph Drywall . . . . . . . . . . . . . . . .75 Robinhood Marine Center . . . . . . . . .38 Rock Works . . . . . . . . . . . . . . . . . . . . .45 Rockland Antiques Marketplace . . . . .78 Rockland Mercantile . . . . . . . . . . . . . .80 Rocky’s Stove Shoppe . . . . . . . . . . . . .40 Roger’s Ace Hardware . . . . . . . . . . . . .18 Rolfe’s Well Drilling Co. . . . . . . . . . . .39 Roy’s Tire & Auto Sales . . . . . . . . . . . .15 Rustica Cucina Italiana . . . . . . . . . . . .82 S.F. Prentice & Son Plumbing & Heating . .48 Sabrosa Cupcakes . . . . . . . . . . . . . . . .77 Sadie Green’s Curiosity . . . . . . . . . . . .45 Saltwater Farm Campground . . . . . . .52 Salvation Army . . . . . . . . . . . . . . . . . .79 Samoset Restaurant . . . . . . . . . . . . . . .48 Sawyer Brothers Inc. . . . . . . . . . . . . . .54 Scarborough’s Collision . . . . . . . . . . . .51 Scarlet Begonias . . . . . . . . . . . . . . . . . .33 Schooner Landing Restaurant . . . . . . .73 Schooner Olad . . . . . . . . . . . . . . . . . . .85 Scott Burns Electric . . . . . . . . . . . . . . .16 Sea Basket Restaurant . . . . . . . . . . . . .23 Sea Escape Cottages . . . . . . . . . . . . . . .6
Discover Maine Business
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Sea Store . . . . . . . . . . . . . . . . . . . . . . . .77 Seagate Motel . . . . . . . . . . . . . . . . . . . .69 Senator Inn & Spa . . . . . . . . . . . . . . . .43 Shaw Logging & Pulpwood . . . . . . . .20 Shaw’s Fish & Lobster Wharf . . . . . . .49 Shelter Institute . . . . . . . . . . . . . . . . . .31 Sherwood Forest Campsite . . . . . . . . .51 Ship to Shore Lobster Co. . . . . . . . . . .55 Shorty’s Towing Service . . . . . . . . . . .79 Shutter Works . . . . . . . . . . . . . . . . . . .53 Skin Klinic & Day Spa . . . . . . . . . . . . .57 Somerset Stone Center . . . . . . . . . . . .29 Sonny’s Driving Range . . . . . . . . . . . .88 South Bristol Fisherman’s Co-op . . . .45 Southport General Store . . . . . . . . . . .71 Sparrow Farm . . . . . . . . . . . . . . . . . . .22 Spear’s Farm Stands . . . . . . . . . . . . . . .52 Spruce Head Marine . . . . . . . . . . . . . .77 Sprucewold Lodge . . . . . . . . . . . . . . . .46 St. Andrews Hospital . . . . . . . . . . . . . .92 Stetson Saab . . . . . . . . . . . . . . . . . . . . . .7 Stone’s Earthwork . . . . . . . . . . . . . . . .89 Sun’s Up Quilting . . . . . . . . . . . . . . . . .88 Tenants Harbor General Store . . . . . .54 Thai Garden Restaurant . . . . . . . . . . .31 The Apprentice Shop . . . . . . . . . . . . .81 The Bradley Inn . . . . . . . . . . . . . . . . . .49 The Brown Bag . . . . . . . . . . . . . . . . . .57 The Cabin . . . . . . . . . . . . . . . . . . . . . .17 The Cabins at China Lake . . . . . . . . . .39 The Good Table . . . . . . . . . . . . . . . . .65 The Great Impasta . . . . . . . . . . . . . . .32 The Potter’s House . . . . . . . . . . . . . . .41 The Schooner Lazy Jack II . . . . . . . . .59 The Sea Gull Shop . . . . . . . . . . . . . . . .71 The Youngtown Inn & Restaurant . . .59 Theatre Project . . . . . . . . . . . . . . . . . .12 Thorndike Creamery . . . . . . . . . . . . . .79 Thornton Oaks . . . . . . . . . . . . . . . . . .12 Tim’s Tree Service . . . . . . . . . . . . . . . .70 Tip Top Tree . . . . . . . . . . . . . . . . . . . . .5 Tom Fence . . . . . . . . . . . . . . . . . . . . . .53 Topsham Rental Center . . . . . . . . . . . .16 Travelers Inn . . . . . . . . . . . . . . . . . . . .13 Tri-State Staffing . . . . . . . . . . . . . . . . .25 Two Fish Boutique . . . . . . . . . . . . . . .50 Two Lights Lobster Shack . . . . . . . . . .27 Union Area Chamber of Commerce .82 Unity Raceway . . . . . . . . . . . . . . . . . . .21 Warren Auto Barn . . . . . . . . . . . . . . . .53 Weaver’s Bakery . . . . . . . . . . . . . . . . . .87 Webber & Sons . . . . . . . . . . . . . . . . . .17 Wellness Chiropractic Care . . . . . . . . . .4 Weskeag Inn . . . . . . . . . . . . . . . . . . . . .76 Westport Wood Design . . . . . . . . . . . .20 White & Bradstreet . . . . . . . . . . . . . . .25 Whitecap Builders . . . . . . . . . . . . . . . .88 Wilson’s Drug Store . . . . . . . . . . . . . . .18 Winterport Winery . . . . . . . . . . . . . . .88 Young’s Lobster Pound . . . . . . . . . . . .65 Your Island Connection . . . . . . . . . . .17 Zimmerman’s Roofing . . . . . . . . . . . . .86
Bucksport Bay Area Chamber of Commerce Established 1980
Don Houghton photo
A place to drive to, not through!
Bucksport Bay Festival July 30th
207-469-6818 www.bucksportbaychamber.com
Builders of fine custom homes ~ Residential & Commercial ~ Licensed & Insured
469-6068 Route 175 - Orland, Maine
www.fldavisco.com
Mid-Coast Region