USA > Maine > Kennebec County > Hallowell > Historic Hallowell > Part 9
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Cotton Mill
TN 1844 construction was begun on the cotton mill be- tween Water Street and Second Street along Acad- emy. Built by George Robinson, and backed by several men, including Justin E. Smith, John P. Flagg, Eben G. Dole, Captain Lawson Watts and C. D. Bach- elder, the building was three stories high, 252' long with a pitched roof and tower on the west end with a white cupola. The Kennebec House, where workers could board, was constructed across Second Street on the corner of Academy. In 1867 the mill roof was raised another story and a flat roof put on. Originally a handsome and substantial building, the mill was com- plemented by the small brick office building then
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adorned properly with blinds, and set off by picket fence and trees. The mill contained 15,616 spindles, requiring 200 operators at its peak of production. The looms ran chiefly "regular sheetings, drillings, scrim, dress and other fancy goods and a great many imita- tion lace curtains. Most of the goods were shipped by rail to the New York market."
In 1886 the property passed into the hands of Sam- uel R. Payson of Boston, and in 1887 the name was changed to the Kennebec River Mills. Charles K. Howe of Hallowell who had worked at the mill as pay- master and bookkeeper since 1872 was named agent and caretaker in 1890, and gave the following account in a local newspaper of the storm of December 31, 1895:
"We lost part of the roof of the cotton mill at one time ... had one of the worst gales that ever came up the Kennebec Valley. It took off 1/8 of the cotton mill roof. The section removed was 70 feet long by 28 feet wide and so powerful was the wind that the roof was lifted high above the mill and went sailing off like a huge airplane to the north: then suddenly the wind seemed to leave it and it went all to pieces; the timbers, boards and gravel roofing falling among and on the roofs of surrounding buildings. Some of the heavy timbers went crashing through the roofs of store and dwell- ing houses with several people narrowly escaping injury. This was the gale that unroofed school houses in Gardiner, tipped over Fuller observatory in Augusta and demolished several chimneys in Hallowell besides."
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Picture shows the damage done on the corner of Academy and Water. The wooden stores are, left to right, AKP Grover's grocery store, next a poolroom, then Tracy's Rum Shop. Photo at left shows damage to a building probably south of the mill, where a hole had to be cut in the wall to free a trapped horse! Left to right are Waddy Cottle, James Sterns, Daniel Redd, John Burns, Harry Foote, a person unknown, and a Mr. White.
The cotton mill was shut down in 1890 and in 1896 the machinery was sold to a cotton mill in LaGrange, Georgia. During its first 50 years Hallowell's only cotton mill ran steadily with the exception of four years during the Civil War when cotton was scarce and very high, and four other shorter periods.
Since that time the mill has changed hands often. In 1903 the building was sold to the Kennebec Realty Co. It may have been owned briefly by the Johnson Brothers as it was reported bought from them in 1909 by Mr. Charles H. O'Brien. O'Brien was the first man- ager of the N. E. Tel. and Tel. in Augusta, and oper- ated his own business "The O'Brien Electrophone Com- pany" first in the old office building of the mill, and then moving into the first floor of the mill where he in- stalled electricity in 1910. He manufactured automo- bile and motor boat accessories and opened a garage on the west end of the first floor.
The various shoe companies reported to have occu- pied the building include Marston and Brooks Co., Joseph W. Herman Shoe Co. (1926), Novelty Shoe Co. (1928), Jarves-Hamburger Co., 1930, and in 1934 the Kennebec Shoe Co., under Samuel Kleven who operated the factory under this name and under the name of the Hallowell Shoe Co. until his death in March of 1962.
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HALLOWELL AND THE RAILROAD
A FTER years of coping with the uncertainties of river travel, residents of Hallowell were enthused in 1849 with the word that the Kennebec and Portland Railroad would soon connect their community and other towns along the Kennebec River.
Their interest was such that on July 5, 1849, when a section of the new road between Bath and Brunswick was opened, scores of Hallowell people boarded the old steamer Huntress to participate in the opening fes- tivities at Bath.
There were free rides for all who wished to travel on the new railroad, and hundreds climbed aboard new passenger coaches which had been brought only a few days previously from the builders in Cambridge, Mass. The passenger cars were soon filled and a number of gravel cars were hastily fitted with seats to accommo- date the crowd that would otherwise have been denied an opportunity to ride.
Work continued throughout the summer and fall and the roadbed extended rapidly toward the Kennebec Valley towns, whose residents continued to use the faithful Huntress for commuting between Augusta, Hallowell, Gardiner, Richmond and Bath.
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The first railroad passenger depot. The gentleman with the beard is S. K. (Sky) Gilman. Mr. Gilman was the builder of this station, ticket agent and part-time Judge.
The importance of the old steamer in the lives of these people diminished with the appearance in Hallo- well of the first railroad locomotive on Monday, No- vember 15, 1850. Construction, however, was still in progress, and passenger cars did not appear in Hallo- well until more than a month later, on Monday, Decem- ber 29. The first regular train left Hallowell the next morning, December 30, heading westward over the new Kennebec and Portland Railroad to North Yarmouth where connections were available with the Atlantic and St. Lawrence Railroad.
It is indicative of the times that a change of cars was necessary at North Yarmouth because the Kenne- bec and Portland used the standard four foot eight and one-half inch gauge. The Atlantic and St. Lawrence, however, used a gauge that measured five feet six inches.
Wood, and plenty of it, was a prime necessity in these early railroad operations, but in 1860 Hallowell residents witnessed the first test of coal in a Maine railroad locomotive. This proved to be highly success- ful and several Kennebec and Portland locomotives were converted as the result of the Hallowell tests in that same year.
In the following winter, Kennebec Valley and Hallo- well area potato shippers contributed another railroad- ing innovation with the use of a frost-proof box car heated by a stove for the transportation of their com- modity. This system, with refinements, is of course still in use.
By 1864, passenger travel between the towns of the Kennebec Valley had moved almost entirely from the river to the new railroad, and a steam-driven pas- senger car - an early ancestor of the present-day self- propelled Budd unit - was placed in service between Augusta and Gardiner. This unit accommodated 36 passengers and included the steam engine, boiler, coal box and baggage room in its 37 ft. 6 in. total length.
This vehicle traveled at the unheard of speed of 30 miles an hour and perhaps it was this fact that caused Gardiner people to call the new unit the "Fly Train." Their neighbors in Augusta, however, called it the "Dummy," and were supported by the Kennebec Jour- nal in a spirited editorial argument over what exactly this new steam passenger unit should be called. The K.J. had the last word on May 13, 1864, when the
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29
The "Dummy," 1872
editor wrote: "We object to the name 'Fly Train' be- cause, firstly, it does not fly and has no resemblance to the insect so denominated: and secondly, because the car cannot be called a train. Suppose we call it the 'Augusta, Hallowell and Gardiner Accommodation Steam Car.' "
As such it carried an average of 4,000 people be- tween these cities monthly until on the night of Decem- ber 22, 1864, the car was destroyed when fire wrecked the Augusta depot. Its replacement, received in the following spring, was designed to carry passengers and also to haul a passenger car, and contemporary ac- counts indicated that the baggage room "was so neat and nice as to be easily mistaken for a soda saloon."
The Kennebec and Portland, which of course later became an important link in the Maine Central, named one of its locomotives for the town of Hallowell. Built by the Amoskeag Machine Co. of Manchester, N. H., it was the Kennebec and Portland's No. 9, boasting four 60-inch drivers and a price tag of $8,750.00. This locomotive survived to be taken over by the Maine Cen- tral and used for several years, then sold to the Somer- set Railroad in 1882 for $1,200.00. Available records do not indicate final assignments.
-Joseph H. Cobb, M.C.R.R.
"Thunder Jug"
M ANY conflicting stories have been told and written about this historic cannon, commonly called the Thunder Jug of Hallowell. In one instance, the story gave the time of the cannon's capture as about the year 1799. Another account tells of its being more like an old-time mortar, two feet in length with a two-inch bore. It has also been confused with the old field pieces which were used for celebrating in the 1700's, but actually the coming of the cannon to Hallowell was in the year 1839.
The idea originated in the mind of the late Capt. John Beeman, in his day an honored, enthusiastic, patriotic citizen. He had been in search of just such a gun; and through a member of the Legislature, he learned of the cannon, the only one remaining of the 14 taken from the British brig, Boxer, which was captured
in September 1813 by the U. S. brig, Enterprise, the rest having been sold by the United States government for junk. Capt. Beeman interested Greene Wall, Charles Page, and one or two other gentlemen in rais- ing the necessary funds for the purchase. Mr. Beeman bore the lion's share of the cost so that it was ever after known as the "Beeman Gun." For many years it was kept sacred for the purpose of firing the Salute upon each recurrence of the National Holiday; and the firing was generally done at the foot of Central Street at the water's edge, where stood nearby the Liberty Pole erected by Mr. Beeman.
When the cannon was first brought to Hallowell, it was on a nautical gun carriage; but this being imprac- tical for the use to which Hallowell put it, it was later mounted on a regular artillery piece. It has been Hallo- well's pride and joy and mascot for many years. It is hoped that once again it will regain a place of prom- inence somewhere in the city to remind us of the pleasures we once had of its ushering in the days of celebration.
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HALLOWELL CHURCHES
Rev. Malcolm A. MacDuffie, Jr.
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OLD SOUTH CONGREGATIONAL CHURCH
Gathering in 1790, this congregation erected the above building in 1796. Inside were high-backed box pews with doors. There were galleries occupying three sides of the house. The original pulpit was high and wide enough for only one person, with stairs on each side and a window behind. It was not until 1816 that the first stove was installed. The organ was procured in 1823. On December 1, 1878 the old meeting house was destroyed by fire.
At 3 A.M. on that Sunday morning smoke was dis- covered issuing from the building. The fire could not be controlled and an hour later flames burst through the walls and gallery windows. Soon after 5 o'clock the frame fell and one of the oldest and most valued landmarks had disappeared. The ruins are pictured at bottom of the first column.
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The present edifice was 21/2 years in the building, with dedication on October 28, 1885. Its modified gothic design and 127 foot steeple make it a worthy successor to the earlier house of worship. The sanctu- ary is designed on the "Aakron Plan" being wider than it is deep, with inclined floor and central pulpit. The open pews form a semi-circle, giving worshippers the distinct feeling of being close to one another. There are no balconies and the choir is seated behind the pulpit. On April 7, 1957 the church dedicated a new parish house, located across Chestnut Street, providing space for Sunday school classes and activities for all ages.
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METHODIST EPISCOPAL
This is the third Methodist meeting house in Hallo- well. In 1803 a structure was erected at Bowman's Point (Farmingdale) and used for 30 years. Ap- parently this was not near enough the population center and in 1810 another building was put up on the lot now occupied by the Lilly house at the corner of Academy and Warren Streets. In 1826 this was moved and rebuilt as the dwelling now occupied by William Webster. The same year the new building on Middle Street was completed. Originally it had galleries and a vestry in the basement. It had no steeple or bell.
In 1854 the building was moved forward, a vestry fitted up in the basement and the old galleries taken out. Again in 1873 there was a major reconstruction
with the vestry situated above ground level and the ad- dition of the steeple and bell. Interior renovation with rededication of the building took place in 1912. It is a credit to the vitality of the faith in Hallowell that this church nurtured Melville B. Cox. Cox was the first foreign missionary of the denomination and died in Liberia in 1833. The church was later named in his memory, Cox Memorial Methodist Church.
FIRST BAPTIST CHURCH
The church was organized in 1807 with three mem- bers, but grew rapidly to 21 in the same year. They built the above building on the south side of Winthrop Street, just above the railroad tracks. Dedication was held on November 21, 1821. Its steeple held a Paul Revere bell "of unusually sweet tone." Here a gener- ation of Baptists assembled faithfully until the building burned on April 16, 1868.
Later in the same year the Baptists purchased the present structure, formerly used by the Unitarian So- ciety. Alterations were made on the front of the build- ing to increase the seating capacity. A vestry was built and a bell was purchased jointly with the city; the latter would call people to church and sound a fire alarm as well. Interior renovations were made in 1944 to provide for Sunday school rooms. In 1949 the steeple was struck by lightning and taken down. The wooden tower was appropriately capped.
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UNITARIAN CHURCH SOCIETY
A Unitarian Society was formed in Hallowell in 1823, meeting first in the Academy building. In 1824 the edifice now used by the First Baptist Church was erected. However, its original appearance was quite different. One writer described it thus . . no steeple, no bell - and to be as different from common church edifices as possible." About three-fourths of the east front was recessed 5 or 6 feet. The flooring in that part was of very large hewn stone, and the beams overhead were supported by four large, wooden pillars of the Doric order. In 1868, the Society having been thinned by death and removals from town, the building was 'sold to the Baptists.
FREE BAPTIST CHURCH
In 1834 a group of Free Baptists was meeting in homes. Being denied the use of other public buildings, the people of Old South Congregational Church made their facilities available. These were used for several years until the group erected its own place of worship on Academy Street (hearsay reports it to be at the property now occupied by Norman Nichols). Prosper- ing for a time, but in 1845 or 1846 uniting with the Free Baptists of Augusta, they sold this building for a dwelling.
However, there was a reorganization in 1859 and the congregations separated. In 1861 the Free Baptists put up another building, across the street, that now owned by George Robinson. The historians record that "only a few meetings were held after that time."
UNIVERSALIST
This church was formed on May 8, 1842 and the above building put up in 1843. The front steps, a run extending from side to side, are said to have been in imitation of Pilate's house in Jerusalem. It is an in- teresting arrangement that half of the basement was owned separately and rented to a butcher. Commen- tators report that the butcher did cooking on Sundays and the appetites of the faithful were whetted during long sermons. The group was very active for nearly 50 years, though much of that time preachers from Au- gusta or Gardiner filled the pulpit. In 1878 the vestry (the present American Legion hall) was built on the lot of land south at a cost of $1400. The vestry in the basement of the church was enlarged and remodeled in 1886. The church was closed in the late 1930's.
Do you know . .
That Hallowell did more printing than any other place in the District of Maine with the exception of Portland before 1820?
That the first steamboat that went through the Bos- phorus was crewed and commanded by Hallowell men?
That the first rope walk set up in the Philippine Islands was sent from Hallowell?
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ST. MATTHEW'S EPISCOPAL CHURCH
The Episcopalians in Hallowell began meeting in the Unitarian Church in 1858. Consecration of their own lovely church building was held on December 12, 1860. It is of Gothic design, modeled after the village church seen frequently in England. Devoted members have made repeated gifts to equip and beautify the interior. Among these are fine memorial windows. One group of windows, which were dedicated on December 12, 1930 (the 70th anniversary of the consecration of the building) portray in antique glass the birth of Christ. They show the holy family with shepherds and wise men in the large central panel. The sidelights have kneeling angels with harp and censor.
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SACRED HEART CHURCH
For many years the Roman Catholics of Hallowell would walk 18 miles to North Whitefield to receive Holy Communion at Mass. After Saint Mary's was established they walked to Augusta for Mass. In 1878 land was purchased and the present building was raised. Much work was done by volunteers of the parish. The first Mass was celebrated in the Church in November of the same year. Many thousands of dollars were spent in permanent improvements from 1905-1922. Notable among these was the addition of an organ made by Jesse Woodbury Co. of Boston.
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MARITIME HISTORY
Arthur R. Moore
Only the three-blast signal, from the whistle of an occasional oil tanker, saluting the children along lower Water St. whose shrill voices cry out, "Blow your whistle," is all that is left to remind the people of Hallowell of the glorious days when the mighty Ken- nebec was an important factor in the growth and de- velopment of Hallowell and the Kennebec Valley.
Gone, never to return, are the sailing packets which brought general merchandise to the shop keepers of Hallowell before the advent of the steam train. Gone, too, are the days of the two and three masted schooners that came to Hallowell loaded with coal and departed loaded with lumber, ice, or granite; and the passenger and freight steamers that connected Hallowell with the Boston boat at Gardiner; and the excursion steamers, with their happy throngs of people, bound for Booth- bay and the Islands on a hot summer's day; the multi- colored barges, their holds filled with coal to heat homes and factories, bound for Hallowell in tow of the steam tugboat, these barges reluctantly having to give way to the oil tanker as people began converting to oil burners.
The last surviving coal dock, now falling into the river, and slowly being obliterated by bushes and trees, is all that is left to remind us of the era of the coal barge.
And now, the day is not far off when the oil tanker will disappear from the Hallowell scene bowing out in favor of pipelines and huge tank trucks.
So, when the last oil tanker sounds a parting salute on her whistle to the City of Hallowell, it will be then that the final curtain will fall on the glorious career of a mighty river, its commercial use to the Kennebec Val- ley ended by the hectic pace of the world today when everything must be done with the utmost speed.
No more will the waters of the Upper Kennebec be graced by the hulls of vessels carrying their cargoes in and out of Hallowell. It will be then that the heart- aching tragedy of this thing called progress will have finally triumphed over a once mighty but still proud river. The Kennebec will have done its work and will have done it well. Her past is a great past. She lies waiting, hoping for a new role in Hallowell's history.
Shortly after its settlement, Hallowell became the most important place of business on the Kennebec above Bath. This was due to the thriving maritime business carried on between Hallowell and Boston, New York and the West Indies.
Just before the Revolutionary War enterprising men had laid out the Coos Trail from Hallowell to Errol, N. H., which provided a shorter route to tidewater than by way of the Connecticut River. After the Revolu- tion ended, Hallowell was a region of great promise be- cause of this route. The settlers along its shores, feel- ing that the Kennebec was a natural outlet from Canada to the sea via the Coos Trail, had visions of a busy trade from the surrounding countries, Upper New Hampshire, Vermont, and the provinces.
This was not to be, as the Atlantic and St. Lawrence Railroad took away the trade of Oxford County and destroyed all hopes of changing the direction of the markets of Upper New Hampshire and Canada. The construction of the railroad to Farmington carried that trade away from the river and the building of the rail- road from Waterville to Lewiston via Winthrop still further restricted the maritime trade of Hallowell and left it the local business only which at that time was growing fast.
Following the Revolution passengers and freight were carried in and out of Hallowell by the sailing packet. The best known at that time was the schooner Kennebec Packet that ran between Hallowell and Bos- ton. Other packets that ran irregularly out of Hallo- well were the Catherine and Kennebec Trader.
The first regular line of passenger packets to run between Hallowell and Boston with their sailing times advertised started about 1831.
KENNEBEC LINE OF PACKETS.
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Advertisement from "THE AMERICAN ADVOCATE" of July 17, 1833
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The Vesseis are all of the first class. One will sail every Wednesday from Hallowell, and one from Boston every Saturday. Apply to S. C. WHITTIEER & Co, Agents at Hallowell, and S. L. CUTTER, Boston. The Line intends to have a inan to receive and deliver all Goods that may be carried by thein, and to have all freight bills ready to settle on the delivery of said Goods, as Merchants at A distance have had sume trouble in finding their bills, and the Masters have had much trouble and expense in collecting their bills -- therefore we think this course advisable, as it is customary to set- the freight billa on delivery of Goods in all other Ports. Hallowell, .April 2, 1833. 14
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In 1845 two other packet lines were started from Hallowell to Boston. One was the Flagg Line com- posed of the schooners Gazelle, Van Buren, Advent, and Jane. The other was the Union Line composed of the schooners Somerset, Waterville, Harriet Ann, and Consul.
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July 11-slp Susan, Tripp, New Bedford
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Advertisement from "THE AMERICAN ADVOCATE" of July 17, 1833. Name of Vessel, name of Captain, and Port arrived from or departed for listed in that order.
During the era of the packet boats steam gradually came into being and long before passenger sailing craft ceased running on the river the steamboat had begun to appear on the Kennebec. Many of the early steam- boats carried sails to comfort passengers who did not have too much faith in this new method of propulsion.
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