History of Cumberland Co., Maine, Part 20

Author: Clayton, W. W. (W. Woodford)
Publication date: 1880
Publisher: Philadelphia, Everts & Peck
Number of Pages: 780

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" Reso'red, That the thanks of the Legislature of Maine be tendered to Col. Stephen II. Long, for bis elaborate and scientific report of a reconnaissance of the several routes from the Atlantic to the Canadian frontier, with a view of ascertaining the most expedient route for a railroad from the seaboard of Maine to the city of Quebec."

This elaborate and scientific report " was all that ever came of the enterprise." The financial depression which followed in 1837 put an end to all further movements for a railroad till 1839, in which year the subject was revived, with the general industries of the country, aud the Legis- lature was induced to make an appropriation of four thou-

See act granting lottery, law - of 1525, chap. 219.

INTERNAL IMPROVEMENTS.

sand dollars for the survey of a route from Portland to Lake Champlain, the city to pay one-fifth part of the expense. The survey was made in the summer of 1839, by William L. Dearborn, civil engineer, and was found to possess great ad- vantages and facilities for a track, and the prospect of open- ing a new and large trade with Vermont and the lake country. But this enterprise also failed for the want of perseverance and capital.

GRAND TRUNK RAILWAY.

The Atlantic and St. Lawrence Railroad Company (the predecessor of the Grand Trunk Railway) was incorporated by the State Feb. 10, 1845, in pursuance of a plan which had been entered into the preceding year with the govern- ment and people of Canada, by commissioners sent from Portland, consisting of Judge Preble, Josiah S. Little, aud John A. Poor. These gentlemen were indefatigable in the work of their mission, and by their good judgment and ex- traordinary exertions succeeded in securing the co-operation of the Canadian government and people in the gigantic enterprise of connecting by iron bands the Atlantic Ocean with the St. Lawrence and the great lakes. The confer- ence led, in both countries, to procuring acts of incorpora- tion from their respective legislatures for a railroad pro- ceeding from the seaboard at Portland to the St. Lawrence at Montreal, forming a junction at the boundary line be- tween the two countries near the source of the Connecticut River.

Measures were immediately taken to arouse the public mind to the importance of the work. Meetings were held in various towns on the route ; statistics were collected and spread before the people, and before the close of the year more than one million of dollars were subscribed, of which over three-quarters was obtained in Portland alone, for the accomplishment of one of the grandest enterprises of the day. The company was organized Sept. 25, 1845, and the thirteen directors then chosen, at the head of whom was placed the Hon. Wm. P. Preble, went immediately and earnestly at work to carry the objects of the charter and the wishes of the stockholders into operation. On the 4th of July the construction of the road was commenced. As Judge Preble, the president of the corporation, threw out the first shovelful of earth at Fish Point, the entrance to Portland Harbor, the air was filled with shouts of congratu- lation from an immense assemblage of persons present on the interesting occasion. The people and the city of Port- land entered enthusiastically into the grand improvement, and pledged their labors and fortunes for its completion. The work was pushed steadily on, and the first twelve miles -the most difficult and expensive of the whole route- was opened to North Yarmouth in July, 1848, and in the autumn to Mechanic Falls, thirty-seven miles. Here Judge Preble's connection with the company as president ceased, and Josiah S. Little became his successor. A contract was entered into at this time on both sides of the line for the completiou of the whole distance in three years. In addition to the million subscribed, the city of Portland came forward in 1848 and procured an aet to enable them to advance the credit of the city, in its corporate capacity, to accomplish this grand enterprise, and the city pledged its credit, in

pursuance of the aet, to the extent of a million dollars for the completion of the work.

The work was earnestly and steadily pressed forward, and the friends of the undertaking had the crowning satisfac- tion of seeing the ocean and the river united by iron bands of friendly inter-communication over a space of two hun- dred and ninety-seven miles, carly in 1853. The line has since been extended to Sarnia, on Lake Huron, a distance of seven hundred and ninety-four miles, and to Detroit, eight hundred and sixty-one miles from Portland, on one uniform gauge of five and a half feet under the control and manage- ment of one company, with branches from Richmond to Que- bec, ninety-six miles, and from Quebec to Riviere du Loup. one hundred and twenty-five miles. This truly magnificent line is well named " THE GRAND TRUNK RAILWAY." The distance from Montreal to Boston by the Vermont and New Hampshire routes is three hundred and eighty-seven miles, giving Portland the benefit of ninety miles in the line of distance, which is no inconsiderable item when the time of transportation and the expense of construction and repair are taken into consideration. Add to this the ad- vantages of the best harbor in the United States-as Port- land Harbor certainly is-and the facilities which the Grand Trunk Company have furnished for the handling and ship- ping of freight at their own docks and warehouses, nearer to Liverpool and the European markets than any other important seaport in the United States. The company own seventy-five acres of harbor-frontage in Portland, on the deep water of the harbor, where vessels of the largest size ever built may come and receive their cargoes at any season of the year without obstruction and with perfect safety. Here they own extensive wharves and warehouses, and an elevator of large dimensions, into which grain is unloaded directly from the cars, and from which it is shipped aboard of vessels and large freight steamers which carry it to foreign ports. In " Allen's Official Railway Guide," for August, 1878, we find the following notice of the advantages of Portland Harbor for shipping purposes :

" The city of Portland has a magnificent harbor, and her railway facilities have been so arranged as to afford the very best opportunity for the transaction of commercial business. The entire wharfage front of the city is traversed by a rail- way, with branch lines passing down cach principal dock, so that freight may be landed from the vessels directly upon the cars, or vice versa. This arrangement is the one for which far-seeing business men in New York and Philadel- phia have so long unavailingly contended as necessary for the successful development of those places, and while they have been contending about the matter Portland has quietly completed the improvement. Its commerce, large as it is, is not a tithe of what the admirable arrangements in this and other respects make it capable of handling, and if equally good judgments continue to be displayed in the management of its affairs in the future a large increase must naturally follow."

The Grand Trunk Railway throughout its whole length from Portland to Detroit is furnished with steel rails and iron bridges, making it a first-class road in every respect. Negotiations have recently been entered into for extending the road ou a track of its own from Detroit to the cities of

HISTORY OF CUMBERLAND COUNTY, MAINE.

Chicago and Toledo, and in all probability before this goes to press the object will have been consummated. The com- pany have just sold and transferred the eastern end of the road, from Quebec to Riviere du Loup, to the agents of the Dominion, to become part of the Inter-Colonial Railway System, and it is proposed by the company to use the pro- eecds for the extension of the road west, and thus secure an independent competing line to the large grain-shipping cities. This will free them from the monopoly of Vander- bilt, who controls the Michigan Central, and be a general advantage to the public, both east and west.

The Grand Trunk Railway has branches in Canada to Ottawa, the capital of the Dominion, and in the direction of the Canada Pacific, one branch to Midland, one to Col- lingwood, on the Georgian Bay, one to Goderich on Lake Huron, and one to the city of Buffalo, ou Lake Erie. In the province of Quebec it has a brauch to Three Rivers. In the State of Maine it owns a branch from Lewiston Junction to the cities of Lewiston and Auburn, and at Mechanic Falls it receives the road of the Buckfield and Rumford Falls Company, extending to the Androscoggin River in the town of Canton.

MAINE CENTRAL RAILROAD.

The system of railroads operated by the Maine Central Railroad Company includes those originally chartered under the following names : the Androscoggin and Kennebec, the Kennebec and Portland, the Somerset and Kennebec, and the Androscoggin. The road from Brunswick to Lewiston and Leeds Junction is leased to the Maine Central, as are also the Belfast and Mooschead Lake and the Dexter and Newport roads. The whole length of road owned or con- trolled by this company in the State of Maine is three hun- dred and fifty-five miles.

The Androscoggin and Kennebec Railroad Company was chartered March 28, 1847, and before the Ist of January, 1850, it had constructed a railroad from Waterville to Dan- ville, where it connected with the Atlantic and St. Lawrence Railroad, now the Grand Trunk Railway.

The Penobscot and Kennebec Railroad Company was chartered April 5, 1845, and constructed a railroad from Bangor to Waterville, there connecting with the Andro- scoggin and Kenuebec Railroad.

A law was passed in 1856 authorizing the Androscoggin and Kennebec and the Penobseot and Kennebec to consoli- date into one company under a new name. The ninth sec- tion of this act was not acceptable to these companies, and they did not then consolidate under it. But in 1862 the ninth section was repealed, and the two companies consoli- dated on the 9th of September, 1862, and the new corpora- tion was organized October 28, 1862, under the name of the Maine Central Railroad Company.

The Kennebec and Portland Railroad Company was chartered April 1, 1836, and constructed at first a railroad from Augusta to Yarmouth, connecting with the Atlantic and St. Lawrence Railroad, and also a branch from Bruns- wick to Bath. It afterwards extended its railroad from Yarmouth to Portland.

Under Chapter 220 of the General Laws of 1852, au- thorizing railroad companies to issue bonds and secure them

by mortgage of their railroad, the Kennebec and Portland Company, on the 15th of October, 1852, mortgaged their railroad to secure an issue of two hundred and fifty thou- sand dollars in bonds. In 1857 a law was enacted pro- viding for the manner of forcelosing railroad mortgages and the formation of a new corporation by the mortgagees, upon the perfection of the foreclosure. In 1859, there being a breach of the condition of the above-named mort- gage, proceedings were commenced to foreclose it, and the title became absolute in the mortgagees on the 18th of May, 1862. A new corporation was thereupon organized by the mortgagees, under the name of the Portland and Kennebec Railroad Company. The old company com- menced a suit in equity to test the legality of the fore- closure, and the court sustained the foreclosure in every respect .*

The Portland and Kennebec Railroad Company was organized May 20, 1862. This new company was author- ized by special act, Jan. 27, 1864, to change its location near Portland for the better accommodation of its business, and it did so.

The Somerset and Kennebec Railroad Company was chartered Aug. 10, 1848, and constructed a railroad from Skowhegan to Augusta, there connecting with the Kenne- bec and Portland Railroad. It crossed the Maine Central Railroad at Fairfield at first, but afterwards connected with the Maine Central at Waterville, as well as erossed it. On the 1st day of January, 1864, the Somerset and Kennebec Railroad was leased to the Portland and Kennebec Railroad Company under the tenth section of Chapter 651, Laws of 1856. On the 1st day of June, 1870, this lease was extended for the term of nine hundred and ninety-nine years. On the 20th of May, 1870, the Portland and Ken- nebec Railroad Company leased their railroad and assigned their lease of the Somerset and Kennebec Railroad to the Maine Central Railroad Company for the term of nine hun- dred and ninety-nine years, under the provisions of the said section ten.

The Androscoggin Railroad was constructed from Farm- ington to Leeds Junction, where it connected with the Maine Central Railroad. Under the general law, Chapter 220, Laws of 1852, it issued its bonds and secured them by a mortgage of its railroad from Farmington to Lecds Junction. After the making of this mortgage the company was authorized to extend its railroad across the Maine Cen- tral to Brunswick, and connect there with the Portland and Kennebec Railroad. It was provided that the new section of the railroad should not be subject to the mortgage of the old portion. The railroad was subsequently extended to Brunswick. In consequence of a breach of the mortgage above referred to, it was foreclosed, and the old portion of the railroad became the absolute property of the mortgagees May 1I, 1865. They formed a new corporation under the name of the Leeds and Farmington Railroad Company, which at once took possession of their railroad from Farm- ington to Leeds Junetion, and their title has never been questioned; so that now the Androscoggin Railroad extends from Leeds Junetion to Brunswick, with a branch to Lewis-

* 59 Maine Reports, page 9.

INTERNAL IMPROVEMENTS.

ton, and that portion formerly known by the name between Leeds Junction and Farmington is now known by the name of the Leeds and Farmington Railroad.

On the first of June, 1867, the Leeds and Farmington Railroad Company leased their railroad to the Androscog- gin Railroad Company for a term of years. On the 29th of June, 1871, the Androscoggin Railroad Company leased its railroad to the Maine Central Railroad Company for the term of nine hundred and ninety-nine years, and in the same contraet assigned to the said Maine Central Railroad Com- pany its lease of the Leeds and Farmington Railroad. On the same day the Leeds and Farmington Railroad Com- pany confirmed the assignment of their lease, and extended it to the Maine Central Railroad Company for the term of nine hundred and ninety-nine years.

Thus on the first day of April, 1872, the Maine Central Railroad Company was possessed of a lease of the Portland and Kennebec Railroad, the Somerset and Kennebee Rail- road, the Androscoggin Railroad, and the Leeds and Farmi- ington Railroad for the term of nine hundred and ninety- nine years. By an act of February 7, 1872, these corpo- rations were authorized to unite with the Maine Central Railroad Company in a mortgage to seeure bonds to be issued by the Maine Central Railroad Company. This mortgage was executed by the several corporations named April 1, 1872, and the bonds of the Maine Central Rail- road Company seeured by it are issued.

In May, 1871, the Maine Central Railroad Company became the lessee of the Belfast and Moosehead Lake Rail- road for a term of fifty years ; and Nov. 25, 1868, the Maine Central Railroad Company procured a lease of the Newport and Dexter Railroad for a term of thirty years.

This extensive railroad system, now consolidated under one management, of one uniform gauge, toneles tide-water at four of the most important points in the State, viz., Port- land, Bath, Belfast, and Bangor. Its main branch, start- ing from Portland, runs up the Kennebec River via Bruns- wiek and Augusta to Waterville, whenee it continues east to Bangor, with a branch running north from Waterville to Skowhegan. At Waterville it is intersected by the other main branch from Portland via Cumberland Junction, Lew- iston, Auburn, Leeds, and Belgrade, with a branch north to Farmington. The connections of the Maine Central Rail- road are as follows :

At Portland with Eastern Railroad from and to New York, Boston, Lynn, Salem, Beverly, Newburyport, Ports- mouth, Dover, Great Falls, Biddeford, Saco, etc.

At Transfer Station with Boston and Maine Railroad from and to New York, Boston, Lawrence, Lowell, Exeter, Great Falls, Dover, Biddeford, and Saco.

With Portland and Ogdensburg Railroad from and to Sebago Lake, Fryeburg, North Conway and White Moun- tains, St. Johnsbury and Johnson, Vt., and the West.

At Westbrook with Portland and Rochester Railroad from and to New York, Worcester, Nashua, Rochester, etc.

At Yarmouth and Danville Junetions with Grand Trunk Railway from and to South Paris, Gorham, N. II., Island Pond, and Montreal.

At Bath with steamer for Boothbay (except in winter, when it runs from Wiseasset), and with Knox and Lincoln

Railroad from and to Wiseasset, Newcastle, Damariscotta, Waldoboro, Warren, Thomaston, and Rockland.

At West Waterville with Somerset Railroad from and to North Anson and Norridgewock.

At Bangor with Consolidated European 'and North American Railway from and to Oldtown, Bangor and Pis- eataquis Railroad, Bucksport, Mattawamkeag, Houlton, Woodstock, Fort Fairfield, Caribou, St. Stephen, St. An- drews, Fredericton, St. John, Halifax, etc.

Change ears at Burnham for Belfast branch, and at New- port for Dexter branch.

Tourists passing over the Maine Central Railway can make a pleasant detour by leaving the main line of the road at Brunswick and taking the branch for Bath. From Bath numerous little steamers ply to various seaside and inland resorts in the vicinity,-Boothbay, Squirrel, and Mouse Island being among the most frequented. These steamer routes afford some of the best views that can be obtained anywhere of the combination of rugged hillside and ocean seenery by which the coast of Maine is especially distinguished. At Bath connection is also made with the Knox and Lincoln Railroad, and through passengers for Rockland and intermediate points are transferred across the Kennebee River on the ferry steamer without change of ears. The route of the Knox and Lincoln Railroad is very nearly at right angles to the line of the numerous water-courses over which it passes, and the cost of the con- struction of the road was necessarily heavy. At one point there is for several miles an almost unbroken succession, one after the other, of rock euts, trestle-works, drawbridges, and high embankments. The successful maintenance and operation of a road of this character necessarily requires considerable skill. The prettily-situated little New England towns of Wiseasset, Damariscotta, and Thomaston are lo- eated on the line. Rockland, the terminus of the road, is on the western shore of Penobscot Bay. There are several pleasant drives in the vicinity, and from the high hills north of the town there is a fine view of the bay and surrounding country. Rockland is the nearest point upon a railway line from which connection can be made by steamboat to Mount Desert. At present the steamboat makes tri-weekly trips only, but it is the intention of the Knox and Lincoln Rail- road Company to ultimately arrange for regular daily trips, and to so perfect their through rail connections as to make the route over their road the most comfortable and eonve- nient one for all summer visitors to the favorite resorts upon the island of Mount Desert.

From Bangor north, the European and North American Railway follows the course of the Penobseot River for a con- siderable distance, and then strikes east, crossing the St. Croix River, the boundary line between Maine and New Brunswick, at Vaneeboro. A night train in each direction has recently been placed upon this road from Bangor to St. John and return, fully equipped with Pullman palace sleep- ing-ears, and is rapidly growing in favor with the traveling public. A handsome parlor-car is also run on the day trains. This road is the only all-rail route to the many attractive points in the provinces of New Brunswick and Nova Scotia, and to numerous points in Northern Maine, where trout fishing may be enjoyed to perfection.

HISTORY OF CUMBERLAND COUNTY, MAINE.

PORTLAND AND OGDENSBURG RAILROAD.

This road was chartered in 1867, and opened from Port- land to Sebago Lake, a distance of seventeen miles, in 1870. The whole length of the road from Portland to Johnson, at the foot of Lake Champlain, is one hundred and ninety-three miles, which was opened for through travel in 1875. Sam- nel J. Anderson, Esq., has been president of the corpora- tion since its organization, and Jonas Hamilton, Esq., super- intendent.

This line of railroad extends from Portland via Sebago Lake and the valley of the Saco River through the Notch of the White Mountains, thence via St. Johns- bury, Vt., through the Lamoille and Missisquoi Valleys, to the foot of Lake Champlain ; the objeet being to ob- tain a shorter route than any now existing to Ogdensburg, and thence to the Great West. It also opens up a large trade with the interior, and one of the most interesting sections of' New England for tourists and pleasure-seekers.

It is difficult to adequately describe the scenery on the line of the Portland and Ogdensburg Railroad in passing through the White Mountains, more especially at the famous " Notel." It was many times confidently asserted that the construction of a railroad through the Notch was an impos- sibility. In spite of all predictions the road has been built, and exceedingly well built. Its track is in splendid coudi- tion, and the rolling-stock in fine order. The ride through the mountains on one of the observation cars which are run by the company is simply delightful. The sides of these cars are entirely open, although provided with canvas cur- tains in case of necessity, and from the comfortable cane- seat revolving chairs with which they are furnished the numerous beautiful views of the towering peaks and moun- tain gorges can be enjoyed to perfection. At the "Gate of the Notch" there is barely room for the railroad on one, and the narrow wagon-road on the other, side of the little stream which here forms the headwaters of the Saco River. To those whose first ideas of history were derived in early youth from the famous narrations of Peter Parley the sight of the " Willey House," the sad fate of the inmates of which he so graphically describes, is almost as much of a treat by association, as a relic of remote antiquity, as a visit to the Acropolis at Athens would be. With enterprising forethought the management of the road have had the woods cleared away from the line of the road to the valley beneath, so that a clear and perfect view of the house may be obtained. Sebago Lake, on the line of this road, is a pretty little sheet of water, with a tiny steamer traversing its length, reaching the station, which derives its name from the lake, in time to connect with the afternoon train for Portland.

Coming over the line of this road from the West, con- nection is made for Boston by the excellent roads of the Eastern Railroad Company from North Conway, and of the Boston and Maine Railroad Company from Boston and Maine Junction, at the outskirts of Portland. Connec- tion may also be made for Boston by the steamers of the International and other companies, and to the north by the Maine Central and Grand Trunk roads, all the various lines offering special inducements for tourists and business travel.

THE PORTLAND, SACO AND PORTSMOUTH RAILROAD extends from Portland to Portsmouth, N. H., fifty-two miles. It is the oldest road in the State, having been char- tered March 14, 1837, and opened to Portland in Deceru- ber, 1842. It is now leased to the Eastern Railroad Com- pany for the term of nine hundred and ninety-nine years from the 21st day of January, 1871.

PORTLAND AND ROCHESTER RAILROAD COMPANY.

The Portland and Rochester Railroad Company was chartered July 30, 1846, under the name of the " York and Cumberland Railroad Company," with authority to locate and construct a railroad from some point in the city of Portland, Cumberland Co., to the villages of Saccarappa, in the town of Westbrook, and of Gorham ; thence into the county of York, through the towns of Buxton, IIollis, and Waterborough to Alfred village ; thence through the towns of Sanford, North Berwick, and Berwick, to some point in South Berwick or Berwick, where it will best connect with a railroad leading to Boston. The corporators were Wil- liam C. Allen, Benj. J. IIerrick, James Thomas, N. D. Appleton, Joseph Emerson, Israel Chadbourne, Nathan Dave, J. T. Paine, John Storer, John Powers, Rufus Meln- tyre, Nathan Clifford, John Jameson, Moses MeDonald, Moses Dunn, Mills W. Stewart, Nath. J. Miller, Ellis B. Usher, Daniel Appleton, Isaac Deering, James Leavitt, Jere. Roberts, Jr., James Irish, Toppan Robie, Josiah Pierce, Dominicus Jordan, Daniel C. Emery, Brice M. Edwards, Dan. Carpenter, Noah Nason, David Noyes, William G. Chadbourne, William Swan, Alvah Conant, Luther Dana, George F. Shepley, and Thomas Ilammond. Opened from Portland to Saco River, eighteen miles, in February, 1853.

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History of Cumberland Co., Maine, Part 20

Author: Clayton, W. W. (W. Woodford) Publication date: 1880 Publisher: Philadelphia, Everts & Peck Number of Pages: 780

Author: Clayton, W. W. (W. Woodford)
Publication date: 1880
Publisher: Philadelphia, Everts & Peck
Number of Pages: 780