USA > Maine > Cumberland County > Harrison > Centennial history of Harrison, Maine > Part 13
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The contest was over - not only for that year, but for all time. It had been fought throughout with the utmost determination on both sides. One side was fully convinced that the change would bring about many desired reforms, while the other was equally sure that the opposite would be the result, and that the people would be robbed of sacred rights. But the end had come. A few might have been ready to renew the contest when the next time limit ex- pired, but the State put a stop to all such nonsense. The Legislature of 1893 passed a law abolishing all school dis- tricts throughout the State, and there has been no further change. This legislation had no effect on this town, as the work which it called for had been done years in advance of the law. Harrison had the proud satisfaction of march- ing in the front of the procession, and escaped the degre- dation of being dragged along unwillingly in the rear.
The Town System has now been in full force for sixteen years, without possibility of change. Its friends have had the chance to propose any radical changes in the way of consolidation which they might have had in view. But none have come. There are now nine schools in town, five of which are outside of the two villages. There were seven
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rural schools when the change was first made, the town having been obliged to discontinue two from sheer force of circumstances. Probably there is not a person in the town who will claim that more schools can be profitably maintained. All schools, whether large or small, are of equal length. There are none of the miserable huts which were once miscalled schoolhouses to the disgrace of the town, but all are modern houses which are warm and com- fortable, and are kept in good repair. The system of man- agement is working to perfection, and there are very few in town who really desire any change.
But little more remains to be said in regard to our common schools. Matters have run very smoothly since the close of the great controversy over the Town System. There has at times been some contention as to the proper amount which should be appropriated for the use of the schools, but it has been slight, and has always been amicably settled on the spot. The voters of the town have become very liberal-minded in regard to their duties toward the rising generation. In the place of the pittances which used to be doled out in the early days, we are annually appropriat- ing nearly $2,000 for the use of our common schools. The State adds about $650, and the School Fund yields an an- nual income of $42. This combined sum seems something immense when compared with the cost of our schools in the olden times, but there is but very little disposition to find fault with the way in which it is used. The cause of education is near to the hearts of our voters, and they are inclined to give it a liberal support, and seem to be becoming more so as the years go by. It is understood to be good policy to employ the best teachers obtainable, and that such cannot be obtained at the prices formerly paid, as salaries are gradually advancing on account of the increased de- mand. The more "liberal-minded" have long striven for thirty weeks of schooling in a year, and it looks at present as if this is assured.
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HIGH SCHOOL TUITION.
In most of the schools it was thought best to limit the course to elementary English, and finally all excepting Eng- lish was excluded from all of the common schools. Some in town thought that it would be wise to take advantage of the High School Law, and give those students who de- sired it, the benefit of a High School course. Under this law the State paid one-half of the whole expense of the High School, provided that it was not above $500. The people in the town were none too friendly to the movement, but in 1873, the friends of the High School succeeded in getting an appropriation of $250 for the purpose of running one, or more, as the Superintending School Committee should decide.
The members of the Committee were well aware at the start that they would have to manage matters very shrewdly in order to have High School tuition continued, as people generally would expect equal privileges without regard to location. It was determined to establish a school in each of the two villages, and to divide the town into two "High School Districts," and this was carried into effect. Teachers that were regarded as being well qualified were employed, and a ten weeks' term was taught in each school, the exper- iment being quite successful. The Superintending School Committee said of the schools in their report: "We believe that these schools were a success, and hope to see them re- peated as long as there are children in town who need a better and more liberal education than can be obtained in our short and distantly separated terms of common schools."
Although there was a sharp opposition on account of alleged "unequal school privileges," the town again voted in favor of the High School in 1874, and made the neces- sary appropriation. The next move on the part of those opposed to the school was to present to the Superintending School Committee a petition for the establishment of a third school at South Harrison. This was not deemed advisable
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on account of unsuitable school-room, and the added cost of maintaining another school. The schools were again es- tablished at the two villages, and a ten weeks' term taught in each. Sixty-six students attended at Harrison Village, and sixty at Bolster's Mills. The School Committee again warmly commended the schools, speaking of them as "the people's colleges, furnishing admirable facilities for the acquiring of a thorough education."
The failure of the School Committee to establish the third school at South Harrison was "worked for all it was worth" by the opponents of the schools, the petition having been sent for the purpose of defeating further appropriations. It was represented that the schools were run solely for the benefit of the two villages, while those in the rural commu- nities, who were receiving no benefits, were helping to pay the bills, and the refusal of the school at South Harrison was pointed to as conclusive proof of the assertion. At the annual meeting in 1875, the High School appropriation was defeated, and no further attempt was ever made to establish such a school in the town.
No education above the common school grades was fur- nished by the town after this until 1901, when a contract was made with Bridgton Academy which was so attractive to the town that an appropriation was voted to pay the bills, the State assisting to the exent of one-half of the sum, or $250. All students above a certain grade attended that Academy, having their tuition paid by the town, and this was repeated in 1902, and 1903, with little opposition, and an average of about twenty students annually availed them- selves of the privilege. In 1903, the State passed a law "For the Better Education of Youth," which makes it im- perative that every town shall furnish High School tuition to all qualified students who desire it, to the extent of not over $30 each. This made no change necessary in the course which we were pursuing, and now twenty-two students are attending Bridgton Academy, and two are at other schools.
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CHAPTER VI.
TRANSPORTATION IN EARLY DAYS.
FREIGHT AND PASSENGER ROUTES.
T RANSPORTATION is an important factor in the business of any place, hence the people always en- deavor to provide ways by which it may be done over the most available routes, and the ones which, all things con- sidered, shall be the cheapest. The transportation of the early days was all done by means of teams over the roads, there being no other available way. All freight was hauled by horses or oxen, and at times, especially in the winter, the large number of such teams in use would make busy scenes in the vicinity of the hotels in the country villages, and also on the highways which they traversed. Those highways were not like the smooth roads of the present time, some of them being hardly passable in the summer season, hence the teaming was done as much as possible in the winter months when the deep snows would make a good thoroughfare over the worst highways as soon as they were trodden down. Long lines of those teams used to travel over the roads, even from the back towns of New Hampshire and Vermont, by the most available routes to Portland, which was the market town for "all the country round about," carrying all kinds of country produce, shook, hoops, and various kinds of lumber, on the down trips, and taking back groceries, and all of the various necessaries of life. Many are the tales that the old people used to tell of the exploits of these "Varmounters," and "Co-hoss-
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men," as those teamsters used to be called in the olden times. They were a rough and hardy set, full of life and energy, not averse to mischief, as was set forth by various tricks and antics, but in the main, kind-hearted and generous, and ready to do good to all who deserved it.
The first move toward a betterment of the transportation routes was the substitution of boats in the place of teams, wherever available waterways could be found, and the greatest enterprise in this line hereabouts was the old "Cum- berland and Oxford Canal," which connected Sebago Lake with Portland, leaving the lake at the foot of '"The Basin," at the point long known as the "Head of the Canal," and passing through Standish, Gorham, Windham, and West- brook for a distance of twenty miles, and entering Portland Harbor through the "Lower Guard Lock," near the Gas Works. This was in its day a "stupendous enterprise," constructed at the cost of $206,000. The upper part of the route was across Sebago Lake (or Pond), through Songo River, "Brandy Pond," "Chute's River," and "Long Pond" to Harrison, which was the head of the route as constructed. It was originally intended that it should pass on through Waterford and into towns farther back in Oxford County, but the capital did not seem to be forthcoming to build it above Harrison. The name, "Cumberland and Oxford," came from the original intentions of the builders.
The upper end of the route, thirty-three miles in length, was smooth sailing most of the way, and the motive power on this part was entirely wind, except in the crooked Songo River, and the channel at Naples, where recourse was had to the long, stout poles, with which the boatmen would push the boats against the current and where the wind was not available. The lake at the Head of the Canal was two hundred and sixty-two feet above tide water at Port- land Harbor, and twenty-seven locks were used to make this drop - and the opposite rise. The course of the Canal was varied to carry it through the different villages between
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Sebago Lake and Portland, and it passed through "Middle Jam," Great Falls (or North Gorham), Gambo (now New- hall), Little Falls (or South Windham), Mallison Falls (or "Horsebeef"), "Saccarappa," "Congin," and "Stroudwater." The motive power on the Canal was the same that was used on all old-time canals - towing by horses, the animals being taken to the Head of the Canal in the spring, and when not in use, kept in stables provided for the purpose, until the end of the season.
This Canal was opened to the public in 1829, and the first craft to pass through it was a pleasure boat known as the "George Washington," which was built and owned by Wm. A. Rice of Portland. This was converted into a freight boat later on. The first freight boat to go through the Canal was the "Columbus," built and run by Kennard of Great Falls. Boats of various kinds were used on the Canal at different times, but in time they were nearly all constructed in the way that had been proved to be the most available for the route. The type of boat almost universally used when the Canal was at the "Height of Prosperity" is thus described by Chas. O. Stickney, the well-known news- paper writer, to whom we are indebted for many facts used in this chapter :
"It is about sixty-five feet long, ten feet beam, nearly five feet deep, has square stern and rounded bows, nearly perpendicular sides, flat bottom, so as to pass in shoal water, and, instead of a keel, is provided with centerboards to make the boat hug the wind when sailing - at which it is a decided success. It is rigged with a main and fore sail, the mainsail having a hoist of nearly thirty feet, with boom about forty feet, and gaff ten or eleven feet long. It carries no bowsprit and jib. There is a small fore deck. In the stern is a cozy cabin which serves the triple purpose of cook-room, dining-room, and sleeping-room, it being pro- vided with a cook-stove and culinary utensils; a table fastened to the wall with hinges so as to be turned back and buttoned when not in use; and double and single berths
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sufficient for five or six persons. The masts are set in jaws, so as to be lowered, like shutting the blade of a jack-knife, when passing under a bridge, or in the Canal."
The boats "cost about $500 each, and usually carried from twenty-five to thirty tons, but sometimes as many as sixty tons." They not infrequently made short voyages across Portland Harbor, and along the coast, and more than one has sailed in safety over the route to Boston and back. In the early days of the Canal, it is said that sweeps, or oars, were carried so that the boatmen could row when the wind was lacking, but this custom was soon abandoned, and the boats were suffered to lie becalmed when there was in- sufficient wind. An immense business was done at freight- ing over this route, and it is said that as many as one hun- dred and fifty boats have run over the route in a single season, but the number was usually not far from one hun- dred. For down freight they carried lumber of all kinds, wood, staves, cooperage, and all kinds of farm produce, which might come from all the towns which were con- tiguous to the chain of lakes, great amounts of freight being hauled to and from the wharves at North Bridgton and Harrison, at the head of the route. All kinds of goods sold at the various country stores, and everything used by the people, made up the return loads. Regular tolls were paid on all freight which went through the Canal. Heavy freight was rated by weight and measure, while the bulky freight paid by the cubic foot, or yard. Toll on a hogshead of molasses was forty cents, while that on a hogshead of rum was sixty cents, and it is a fact that the latter was just as common for freight as was the former, it being said that at one time a certain boat had for a portion of its load seven hogsheads of rum, and that it was all unloaded at one small village, and the people were not all drunkards either. The writer well remembers hearing one of the old time boatmen tell of a "Fourth of July Celebration" on one of the boats which well illustrates the situation at that time :
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It was in the early days of the Canal. The boat in ques- tion lay becalmed on Long Pond on one Fourth of July. The crew had been very anxious to reach Bridgton Center Landing early in the day, but the elements were perverse, and gradually all hopes were abandoned of reaching port in season to see the show that they were desirous of attend- ing, and the crew turned their minds to other matters. They" informed the captain that they must have "something to take," for the sake of the day, but were informed that he "hadn't a drop on the boat." One of the crew replied that they were going to have something for a treat, and told the captain that if he would watch sharp he would find out how they would obtain it. The captain was almost horrified to see the man, who was a cooper, approach a hogshead of rum that was being carried to "Merchant Andrews," put it in position, start up the bar across the head, and bore a small gimlet hole through the head. Of course this made a place for the liquor to run through, and the man quietly proceeded to draw out some two quarts of the liquid. He then stopped the hole with a small plug which he had all ready, drove the bar back into position, and, as he had done a very neat job, no mark was left. Sweetening was next called for, but none was to be had, and recourse was again had to the freight. The man next attacked a hogshead of molasses belonging to the same man, knocked out the bung, and proceeded to dip out what molasses he needed, using a large spoon for the purpose. He then replaced the bung very neatly, and that job was hidden. Of course the cap- tain had protested vehemently against this work, but all protests were in vain. The next thing was to mix the "toddy," the ingredients being ready at hand. The captain was very politely asked if he wouldn't have "something to take," and the man who told the story said that he did not refuse the invitation.
The route from Harrison across the lakes, excepting a short distance on the lower end, was the same that is fol-
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lowed by the lake steamers of the present day, and has been so often written up by lovers of the beautiful, and traversed by so many thousand passengers, that little need be said in description of it. The men who navigated the boats were a tough and hardy set, and were derisively called "fresh water sailors" by some, especially those who had "sailed the seas," whom they some times encountered in Portland, and with whom they came very near to having bloody encounters on certain holidays when quite a number of them would chance to be in town. But there were fighters in the ranks of the boatmen, and the "sailors" would have been badly punished before they had gained a victory. It is related that several of the sailors were decidedly ugly, and were threatening one of the boatmen that they had chanced to encounter. He was by no means frightened, and told the sailors that they had better look out, for he had made ten bigger men than any of them run on one occasion. "When was that? Just tell us about it!" derisively replied the sailors. "Why, I got into trouble with them, and they set out to lick me. I run like hell, and they all run after me." The ready wit of the reply tickled the sailors, and there was no further trouble.
But everything is not always lovely and pleasant for the boatmen on this beautiful and picturesque route, for ugly storms sometimes arise, and Sebago Lake is not a pleasant body of water on which to encounter a "howling gale" in so frail a craft as one of the old canal boats. Mr. Stickney encountered such a storm in the only voyage which he ever made in a canal boat, and thus describes his experience :
"I can never forget that sensational experience of riding out one of the most formidable gales ever encountered by any craft upon that inland sea. I was not frightened, for I had unbounded confidence in my companions, (Hanson Fields, Eli Plummer, and Charles Cates), yet there was no knowing what might happen at any moment. I looked about for a piece of board or plank, or any available thing
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which might serve me as a life preserver, but in vain, so I philosophically resolved to keep a stiff upper lip, and bide the chances. The waves run high, and our boat tipped sideways to an alarming degree, as ever and anon a big wave dashed over the deck, leaving more or less water in the hold. I was interested in watching sturdy Uncle Eli manage our little ship. I see him this moment as plainly as then, as he stands at the helm, his black locks streaming behind his ears, his dark, keen eyes for a moment diverted from the straight look ahead. Now he brings the boat more to the wind as the gale slightly strengthens, and now turns her instinctively a trifle away. He is master of his profession, if not of the elements, and under his skilled guidance we ride out the gale in safety. What was un- usual in those days with men of his calling, Uncle Eli was an abstainer from strong drink, and hence his naturally level head was never unsettled by potations.
"And now 'tis the twilight hour, and the faint light of the new moon aids in making the scene one of real grandeur and sublimity, as we approach the dark outline of the north shore. At nine o'clock we run into the mouth of the Songo. Now the scene changes as if by magic. No longer the sound of the wind and waves, but in their stead a death- like stillness. The darkness of the forest on either side of the river is intense, but the stream itself is visible by reason of the reflection of the sky upon its meandering surface.
"The solemn stillness is unbroken, save by the steady tramp, tramp of the boatmen as they walk the length of the gunwale, pushing the craft along with the long, heavy poles, and tramping rapidly back again and again to the bows; while the northern lights, which shine with unusual brilliancy, dance and shoot like phantoms, giving additional weirdness to the scene. I sit on deck until about ten o'clock, then seek the cozy cabin and turn in. I must have slept soundly for when I woke up the sun was shining brightly. *
* I rose and went on deck, and to my great surprise our boat was just heading for the near-by wharf at Plummer's Landing. A few minutes later we were moored to the wharf. My first and last canal boat voyage was ended."
0
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Of course Harrison was much benefited by this Canal, situated as it was at the head of the route, with the wharves and store-houses very conveniently situated in regard to the main village and its places of business, and the busi- ness men took all possible advantage, not only in freight- ing, but many boats were owned and run by Harrison parties first and last, for a great business was carried on for more than forty years, more than six months in the year. There is no way of learning who owned and run the first "canal boat" from Harrison, but it is quite certain that the first boat built at Harrison Village was made by Seth Carsley. It was built in the field in front of the Samuel Gray house, and at a point just to the south of the brook, which would make it very near to where the Willison Cottage now stands. Jethro Libby, Elliot Libby's father, was one of the first to run a boat over the Canal. He owned two boats and continued the busi- ness until his death in 1840. Elliot Libby then took his business, and carried it on until his death in 1864. Robert Libby, a cousin to Elliot, commenced boating at about the time that Elliot did, and carried it on for several years, running two boats most of the time. Francis Blake was in the business for several years, and Christopher C. W. Sampson run one, or more, boats for at least twenty-five years. "Captain" Sampson was the one that made the first attempt to run a freight boat by steam. There are many now living who have a lively recollection of the old "Monkeydena," which, though not wholly successful, was the pioneer in the business. Captain Charles Libby run a boat as early as 1857, and Cyrus Haskell one some time in the fifties. S. H. Dawes run a boat for a time, as did also Charles E. Gibbs, one that ran to Harrison. When the P. & O. Railroad was opened to Sebago Lake, in 1870, the use of the Canal was practically abandoned, and in 1873, not a boat ran through it, nor were any repairs made on it. Now hardly a vestige of it is to be found.
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Though the Canal was virtually closed at the opening of the railroad, the navigation of the upper end of the route was continued the same as before the change of route, the only difference being that while freight was carried over the lakes in the boats just the same, the route ended at Sebago Lake Station where connection was made with the railroad. The Lake Station was made a great distributing depot, and from it freight went to all points that could be reached over the lakes. The boats were no longer "canal boats," though the name clung to them as long as they floated. Then the trips could be made quicker, and less boats were needed. Next, the narrow gauge road was opened to Bridgton in 1883, and more boats were taken from the route. The opening of the Bridgton road to Harrison, in August, 1898, was the death blow to freighting by boats over the lakes, as the road offered such advantageous rates for the whole year that all freight was transferred to the railroad, and the boats went out of commission. Their "bones" are to be found at various places on the shores of our lake. Oc- casionally a steam scow finds its way to the Village, but it is after a raft of logs, or on some private enterprise.
STEAM PASSENGER BOATS.
The opening of steam navigation, and the establishment of a passenger route from Harrison over the lakes to Standish at "Chadbourne's," and thence by stage to Port- land, was quite an event in the history of Harrison. The first steamer was the "Fawn," which was built in 1847, by a stock company. A stage line had for many years been in operation from Waterford to Portland, through Harrison, Bridgton, Naples, Raymond, and Windham, and over the route a four horse coach was driven tri-weekly each way. It was a money-making institution, as the busi-
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