USA > Maine > Sagadahoc County > Bath > History of Bath and environs, Sagadahoc County, Maine. 1607-1894 > Part 22
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Mayor Putnam read the riot act on the steps of the City Hall and also made an energetic address to the masses before him, which had a salutary effect, but not to the extent of dispersing the rioters. By order of the mayor the City Grays were called out under the command of Capt. E. K. Harding; were under arms in their armory ready for duty to aid the police if resort should be had to their services, and they were on duty on both Friday and Saturday nights. Sunday night it rained and quiet reigned. On Monday an additional force of one hundred policemen were on duty and the City Grays also. The military were not used to quell the riot, but the knowledge of their being in readiness may have had its influ- ence. On Monday Ira Mason was arrested as a leader of the mob, and on Tuesday was examined before Judge Smith and ordered to recognize in the sum of $1,500 for his appearance before the Su- preme Court in August. And this judicial proceeding seemed to be the signal for the final dispersion of the mob, which had densely blocked the streets from the town hall to Front street, and as far down Front as Elm street.
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PRESIDENT BENJAMIN HARRISON'S VISIT TO BATH IN 1889.
In the early part of August, Bath was honored by a visit from President Harrison, accompanied by the Secretary of the Navy and other distinguished men. Among the courtesies extended to his excellency was a sail upon the river, by which he was afforded an opportunity to become acquainted with the unsurpassed advantages of the city's magnificent harbor. By a committee from the city government and Board of Trade, his attention was called to the great length and width of the harbor, and its uniform great depth, rendering it capable of accommodating fleets of vessels of the largest tonnage, while the long approach from the ocean, passing between high, commanding banks, could be fortified beyond the possibility of entrance by a hostile power, while the twelve miles that intervene between the city and the sea render a bombardment by a fleet stationed at the river's mouth wholly out of the question.
His excellency's attention was also directed to the lofty hills that surround the harbor upon every side,-a complete safeguard from land attack and a splendid opportunity for the establishment of a signal station, one point in particular commanding a view of the whole sea-coast for many leagues in all directions. All of these features were duly appreciated by his excellency, who expressed his admiration of the great shipping city's maritime advantages in no stinted terms.
He was also afforded an opportunity to view the ship-yards, which for over a century have given Bath the prestige of the leading ship- building city in the world. He also visited the Marine Iron Works and the site of the proposed iron ship-yard was viewed. The fact that all Bath needs is a little government encouragement to enable her to begin the building of iron ships was made very apparent to his excellency, who expressed the hope that in the near future the award of at least one contract for the construction of a steel cruiser would give the shipping city the impetus which she so greatly needs.
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In his remarks to the citizens, from the custom-house, President Harrison said that he had appreciated his warm reception in Bath, but above all had appreciated the wonderful facilities of the city and its shipping interests. He felt very sorry that time and oppor- tunities forbade his holding a public reception, for he would be delighted to welcome the good people of the city. He had more than enjoyed his brief stay, and believed from its evidences that he should be more than ever delighted with the Pine Tree State. In closing he said: " I now need say good-by; I hope you will allow me once again to thank you for your cordial welcome and to bid you prosperity and happiness for all time to come." The presidential party was then driven to an inspection of the Hyde Iron Works.
VISITS OF UNITED STATES STEAMSHIPS.
In the summer of 1843, the United States steam frigate Missouri, in command of John T. Newton, came into the river and anchored off the city. During her stay of several days she was visited by the entire people of Bath and thousands from the surrounding towns. The officers were entertained on shore by private citizens, who in turn were entertained on board the ship. This naval vessel was of two thousand tons, and the largest steamship in the world.
At a later date the Saratoga was here, and the occasion was attended with about the same performances as took place with the Missouri.
In 1890, Portland had a FOURTH OF JULY CELEBRATION under the auspices of the Maine department of the Grand Army of the Republic, and the United States cruisers Baltimore, Dolphin, Petrel, and Kearsarge were in that harbor to aid the occasion. They were under the command of Admiral Gherardi. Later they were ordered to come into the Kennebec. They came to anchor off the city at five o'clock P.M., July 12, 1890. In view of the coming of these vessels, the city government took measures to make all possible arrangements to entertain the officers, in which effort leading citi- zens joined. On the same evening a reception was given to the
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officers of the squadron at the house and grounds of Gen. T. W. Hyde, which the leading ladies and gentlemen of the city attended.
On Sunday some of the officers attended the different churches, the admiral at Grace church. Monday, at ten o'clock, a carriage procession, composed of the officers and distinguished citizens, rode through the principal streets and to Whizgig and the cemeteries. In the afternoon there was a reception by the admiral in the alder- men's room in the city building, to which the citizens generally were invited to shake hands with this officer of distinction. In the even- ing a reception and ball were held in the Alameda, to which the leading people were invited, and a crowd attended. The music was by the Togus Band. The ships left for Bar Harbor the next day.
There was a procession of the sailors and marines from the ships, marching through the principal streets. There was also a clam-bake on a large scale at Foster's Point, at which the admiral and officers of the fleet were present, and a large concourse of ladies and gen- tlemen, invited guests of the city.
During the stay of the ships, large numbers of the people of Bath and vicinity visited them, the flag-ship Baltimore attracting the most attention, while the Kearsarge, for her historic fame of having sunk the rebel cruiser Alabama, was an object of great interest. She was painted black, while all the others were white. The flag-ship was anchored off the city landing, the Petrel south of her, the Dolphin south of her, and the Kearsarge north of all of them.
Bath was again visited by the North Atlantic Squadron' Sept. 2, 1891, the ships anchoring off the city for two days. Admiral Walker and his staff and the fleet officers were entertained by a reception and ball at the Alameda Opera House, under the auspices of the Sagadahoc Club. The next day there was an excursion in honor of the visitors on the large Boston and Kennebec steamer Kennebec to Popham, where a clam-bake was prepared for the large company.
THE SHIPS were the Chicago, Capt. J. N. Miller (the flag-ship of Admiral Walker); the Newark, Capt. Silas Casey; the Atlanta, Capt. J. W. Phillips; the Boston, Capt. G. C. Wiltse; the Concord, Capt. O. A. Batchelder; the Yorktown, Capt. R. D. Evans; the
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Vesuvius, Capt. Seaton Schroeder; the Cushing, Capt. C. W. Wins- low. The fleet made a fine display, riding in line on the river, the flag-ship stationed immediately opposite the city landing, where conveniences were placed for boats plying between the ships and the shore. In all there were one hundred and thirty-eight com- missioned officers on board the ships. The ships left Sept. 4th.
AN ANCIENT STREAM.
Originally a deep cove made in from the Kennebec north and contiguous to the old town landing, now the Eastern Steamboat Company's wharf. Small vessels came up in it to Front street as late as the last half of the last century, within the recollections of aged men now living. In 1820 a long bridge was built that extend- ed from the foot of Elm street to near Summer street, and a branch bridge which is now the foot of Elm street, was built leading from the main bridge along what is now Elm street to the northern ex- tremity of Water street. Some of the dock is now to be seen as far inland as the rear of stores on the west side of Front street imme- diately south of the eastern extremity of Elm street. King's dock, as it was termed, extended south to near the city hay scales, which was bridged by William King in 1824 and is now a part of Water street. King owned the dock in his day on both sides as far as Center street. From Water street it became a stream; it trended north and then south, crossing Center street near the "corner," turn- ing west a little north of the railroad crossing at King street. It next turned north on a line with the railroad track, on the west of which there is now a vacant lot on the south side of Center street, where bricks were made by Elijah Low, and there are those living who have seen gondolas come up to the brick yard as late as 1830 to discharge wood for use in burning the bricks. From thence the water became a small stream, on the bed of which is now the rail- road track extending north. Isaiah Crooker, Sr., built a vessel on his own land on the west bank of this stream, opposite the dwelling of John R. Houghton. This vessel was of seventy tons and when rea dy for sea was loaded with lumber for the Island of Madeira.
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The stream extended up this miniature valley a short distance, whence it turned north, ending in a pond of considerable extent, now a marsh. There was another pond, on both of which the youngsters a half a century ago found superb skating. From the northern ex- tremity of this pond there was a small stream that emptied into the "King's Dock," later known as the Peterson and later as the Har- ward Docks.
It was up this stream that an exploring party from Waymouth's ship, that lay at anchor in the river in 1606, proceeded on a tour of exploration of the country as far north as Whizgig, as alluded to in the earlier pages of this volume.
OLD ROADS.
During the first part of the eighteenth century few roads had been made, and the settlements being on the banks of the rivers and the sea-coast, the usual mode of traveling was by water, and for many years after, country roads, connecting one township with another, were entirely unknown. In summer the canoe held the place of the wheeled carriage, while in winter the icy surface of the frozen river formed the principal road for the sleigh and for the ox-sled with its heavy load. A map, still in existence, shows that in 1718 there was a " road " that is now High street in Bath, the only avenue of travel, and on which the dwellings of the few inhabitants, who were farmers, were situated. Between that "country road" and the river was a forest.
In 1740, a road to Brunswick was the only one leading out of town. At this time travel was on foot or horseback. High street at first extended as far south as the old Pettengill farm. Down the hill below his house, now the Mccutcheon house, is a narrow opening in the hill. Through this opening they built the road, it being the only gap to get over the hills. This road was nearly a southwest course over to Berry's Mill Pond; here the road turned to the left to go to Phipsburg, and to the right to Brunswick, going westerly around the head of Mill Cove Pond, hence west around Short Cove, then around Long Cove, coming out to where later was Brown's Ferry, on the
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New Meadows River, thence north to the head of the river, which it crossed and ran down on the west side of the river to what is now the Adams farm, thence about a southwest course over to the old WOODWARD MEETING-HOUSE; thence westwardly to Brunswick, or turn to the left to Harpswell Neck and Harpswell Island.
There was another road from Brown's, running north to the old Witch Spring Meeting-House, called the Rocky Hill road. It ran through the woods and came out to what is now known as Foster's Point road to a point which later was Brown's Ferry, and thence north along the river to the head of Stevens River.
The reason why the road for travel between BATH and BRUNSWICK was along the sides of the river, was that settlements were near the river, on both banks, necessitating roads near and on the line of its course. At a very early date there was only a foot-path through the woods, crossing Whizgig Creek on stepping-stones.
In 1774, a COUNTY ROAD was surveyed from the county line at New Meadows, beginning on land of John Ham, passing over Whizgig Creek to north end of High street, and thence to Harden's Ferry. It was some years later that this road was actually built, and stages from Portland, crossing the ferry, ran to eastern points.
In 1780, the only roads leading into town from the west were one by the head of New Meadows River and one crossing the river at Brown's Ferry, which was at a point a mile or two below where is now Bull Rock Bridge. The " old road " to Brunswick was laid out in 1789, but it was not made passable until 1795. It was decided necessary to build a bridge at Whizgig, on the road leading around the head of the river, and the inhabitants petitioned the General Court for permission to raise funds for the purpose by a lottery, which was refused.
In 1728, the High street road was extended to the New Meadows by way of what is now Winthrop street and the "stone house."
For making South street the land was given by Jonathan Davis and originally called Davis Lane.
In 1806, Center and South streets were laid out by commissioners to connect Washington street with the town road, which is now High street. The same year WASHINGTON STREET was extended to DAY'S FERRY and the bridge at Peterson's dock built.
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In 1802, the bridge at Winnegance was built and the present road to Phipsburg laid out and built to connect with it.
The reason that the date of the construction of Bull Rock bridge and the roads connected with it is not here given is on account of the town records having been destroyed by fire in 1837.
Bridges. - Up to 1849 there had been thirty-six bridges con- structed wholly and in part within the limits of the city; the most costly was Bay bridge, at an outlay by Bath of $20,000.
In 1887, an effort was made to make all bridges leading into the city and the ferry free; a ward vote by ballot was taken and the project defeated by five votes.
THE SURPLUS REVENUE OF 1834.
The John Quincy Adams administration was a marked era of a high tariff, accumulating a large surplus, for the times, in the United States Treasury. This accumulation, from necessity, continued into the first term of Jackson's presidency, aud after awhile ceased on account of a different revenue policy. After lengthy deliberation in Congress, it was decided to make a distribution of this surplus money to the several states according to their population, and it was done, to the amount of $40,000,000, in the nature of a loan to be called for when wanted.
The proportion to Maine was made over by the state to the re- spective towns to use as they should see fit, and nearly all of them voted to distribute their portion per capita, on the ground that it rightly belonged to the people de facto. This application of the money was overwhelmingly popular. The per capita share of each man, woman and child was three dollars. It was a God-send to poor men with large families. It was likewise a benefit to the towns, for there were men who had not paid taxes, or even a poll tax, for years ; therefore, when taking an order from the selectmen upon the treasurer, for their money, the over-due taxes were deducted by that official.
The TOWN OF BATH held a town meeting upon the subject. It was an object to heavy tax-payers to apply the money to public
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improvements. There was to come to the town about TEN THOUSAND DOLLARS. One of the leaders in town meetings was Gen. Joseph Sewall, and he submitted a motion, that passed, to appropriate in aid of the new ferry $2,000, the same amount for the improvement of the cemetery, and the balance to put into a town hall. The authorities proceeded accordingly to use the money as voted. But after awhile there came a growl from the rank and file as they were getting nothing directly from the surplus, which they believed their due. They found that other towns distributed per capita, and asked why a poor man with ten children in his family should pay, for these improvements, ten times more than a rich man with no family. Accordingly ANOTHER TOWN MEETING was called at a later period, and it was overwhelmingly voted that the town make a loan to re- place the surplus that had been applied to improvements and the money divided per capita, which was done.
The Town Hall was built by Couillard & Weeks, a firm of ma- sons. It was not finished off down stairs as it is now. There were two stores underneath, one used for a millinery store and one for a harness shop. Those doors on each side of the main entrance, now boarded over, were where the entrances were then. The steps ran * the whole length of the front of the building. In the rear was a small lecture room ; the Universalists had it some time for their church services, and a select school was kept there at times. Up stairs it has always been about the same; winding stairs came up into the hall ; where the doorways are now were the town offices. Major Shaw was town clerk in those days, and Cushing Allen, treasurer, who had his office in the other corner. It was said to be the best town hall in the state, and was completed in about 1837. It was remodeled when the city received its charter in 1847, and the stores underneath taken out and the present offices put in. The police station was changed at the same time. Old residents heard some wonderful speeches in the old hall. Charles Sumner spoke in it in abolition days, and there were grand old Free Soil speeches made in it. Fred Douglass spoke in it when he was an escaped ' slave, and with a hoe showed how the plantation negro works, doing just as little as he possibly could, as this author well remembers.
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The Old Turnpike to Brunswick. - This thoroughfare was in existence before there was any bridge across the New Meadows River. A charter was obtained by William King in 1804. It was chiefly owned by William King, who had the management of it. This end of it was on High street, where is now the north side of the court-house, and ran directly to the river, which it crossed by a bridge built by the company midway between the location of Bull bridge and the railroad bridge. It was at the bridge that toll was taken. On the building of the old Brunswick road, going by the stone house, the turnpike was discontinued, and subsequently Center street was extended west on the line of the turnpike to its present terminus. In 1806 there was another turnpike to Bruns- wick by the way of Brown's Ferry.
Ferries .- The first ferry crossing the Kennebec River was at the Chops. It was known as Maynes ferry. Access to it from the west was by a path only for foot or horseback. It was this ferry that John Quincy Adams crossed, coming from Boston on horseback when he was a young practicing attorney, to conduct a lawsuit be- fore the Court of Sessions for Lincoln County.
In the year 1762, Samuel Harnden was licensed by the Court . of Sessions to keep and run a ferry, and it was probably run at a much earlier period. In 1769, a license was granted his son, Brigadier Harnden, by the same court. Licenses were also granted to several successors of the Harndens until in 1830, when Thomas P. Stetson applied for and received an act of incorporation by the Leg- islature to run a horse ferry under the name of Bath Horse Ferry, he having come into the possession of the grounds and landings on both sides of the river. From 1788 it was called Day's Ferry, from one of the former owners.
March 7, 1834, John Parshley, Wm. M. Rogers, Nathaniel Wells, Asa Palmer, Oliver Moses, Peter Knight, George Ricker, Edward Hodgkins, Wm. V. Moses, Richard Nutter and Jonathan Hyde were incorporated as the Sagadahoc Ferry Company. A steam ferry boat was procured, landings built, and the running commenced in 1837.
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MILITARY.
The FIRST COMPANY of the second parish of Georgetown was organized with Patrick Drummond, Captain, John Stinson, Lieuten- ant, and there were eighty-seven members. There was an alarm watch composed of Lieut. Joseph Berry, Ensign Ebenezer Preble, Ensign Samuel Arnold, Lieut. John Lemont, James Thornton, and Deacon Purington. The above certified to -- York, May 4, 1757- "by Samuel Brown, clerk of the foot of militia in Georgetown."
Revolutionary Period .- The relation, on page 53, of " Detach- ments sent to the Army " in 1775 was taken largely from accounts handed down from traditional authorities. Later researches reveal a difference in the details of the actual proceedings of that import- ant and interesting period in the history of Bath, the facts of which are now given.
RECORDS found in Massachusetts Archives of ancient date con- sist of muster rolls of soldiers drawing pay for services from the government of the commonwealth during the Revolutionary war. Details of the service have no mention in those records. The call for these soldiers is indicated under different headings, the first of which was
"Lexington Alarm."
The battle took place on the 19th of April, 1775, and upon news of the event reaching Bath, a small company of soldiers was raised to proceed to the seat of war. The record reads "A minute roll of Capt. Samuel McCobb's company." Samuel McCobb, Cap- tain; Benjamin Pattee, Sergeant; John Riggs, Corporal; Stephen Sampson, Stephen Ludlow, John Wheeler, John Mchoney, John Linnen, Isaac Hall, James Fleming, Joseph Brown, Joseph Cham- berlin. Obadiah Wetherell, Francis Green, Richard Berwick, Pri-
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vates. The date of the enlistments was April 24, which was five days after the Lexington battle.
This company of fifteen men were, evidently, spontaneous volun- teers, the officers had no commissions, they were simply a body of ardent patriots to serve when and where their services would be available. Reliable tradition informs us that there was no legal authority to enlist soldiers, and no public money to supply these men with an outfit, and that Capt. McCobb, who was a man of means, fitted out his men for service at his own expense. Tradition also informs us that they left at once for the front, whose center was at Cambridge. They served from April 24 to May 1, 1775.
Competent historians are of the opinion that this company started to march to Cambridge, and before reaching there were met with tidings that their immediate services were not needed, and that they returned. This company was recognized by Massachusetts Dec. 19, 1775, and on Feb. 23, 1776, was paid for seven days' ser- vice and ninety miles' travel to the amount of £14 5s. 6d. by " John Lowell, Dep'y Sec'y, pro tem."
"Siege of Boston."
The records show that Samuel McCobb was in his seat as a member of the Provincial Congress at Watertown in May, and on the 17th of that month he enlisted in a company that was raised in Lincoln County to join in the siege of Boston. There is " A muster roll of the company under the command of Capt. Samuel McCobb in Col. John Nixon's regiment to the first of August, 1775." Upon this roll are the names of Benjamin Pattee, Lieutentant, John Riggs, Ensign, and the dates of their enlistments were, the captain, May 17, and lieutenants, May 19, 1775. This roll contains the names, besides those of the commissioned officers, of fifty-nine " rank and file," a total of sixty-two men. The dates of the enlistments of those men extend from May 20 to June 9, the greater number of them bearing date of June 1. They were drawn from the towns of Georgetown, Woolwich, Gardinertown, Newcastle, Winthrop, Pow- nalboro, Haverhill, Hallowell, Pleasant Pond, Bristol, St. George, Winslow, and Wiscasset. Those from Georgetown were James
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Fleming, James Buck, Thomas Foot, Martin Hall, Peter Heal; from Woolwich, Abner West, Solomon Whittier, Nathaniel Webb, Samuel Williams. One man from Winslow deserted July 13. The company was in service two months and about nineteen days. They drew clothing, guns, and cartridge boxes from the commissary. This company reached Cambridge, its destination, before the battle of Bunker Hill, in which it participated in the command of General Putnam.
On page 56 of this volume is a copy of the roll of this company dated at Winter Hill, Oct. 7, 1775, which is not in the handwriting of its commander, and was prepared during the time of its service on Arnold's expedition to Quebec, evidently for the purpose of adjusting the pay of its members, which amounted to £144 3s. 8d. and was paid by the "Colony." As that roll states that forty-four men only went to Canada, one had deserted and eight left behind at Winter Hill, it is evident that there had been a decrease of the number of men originally enlisted of about eight, and it is possible that these may be accounted for as casualties in the battle of Bun- ker Hill.
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