History of Penobscot County, Maine; with illustrations and biographical sketches, Part 53

Author: Williams, Chase & Co., Cleveland (Ohio)
Publication date: 1882
Publisher: Cleveland, Williams, Chase & Co.
Number of Pages: 1100

USA > Maine > Penobscot County > History of Penobscot County, Maine; with illustrations and biographical sketches > Part 53

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BANGOR DAILY JOURNAL.

Mr. Roberts was sole editor of this paper for a time. At length Daniel Sanborn became associated with him, and continued associate editor until some time before its discontinuance, in August, 1857. These editors used very sharp-nibbed pens, and set the community in an effervescence about three prominent Maine Law advo- cates, whom they denominated "Dow, Peck, and Weaver,'' that did not subside until the "Co." was smashed, and Weaver, at least, in regard to his temperance pretensions, put hors du combat. After the discontinuance of the Journal, Adam Treat and others purchased some part of the establishment and connected it with the Democrat in the form of the Bangor Daily Union, heretofore noticed. Charles P. Roberts was associated in the edit- orship during the first months of its existence; then, as his and Mr. Emery's views did not accord, he gave up his connection with it altogether.

After the Free-Soil campaign, the anti-slavery element became so strong in the Democratic party that it was deemed advisable by certain gentlemen of the party to establish in Bangor a journal that would advocate the principles of Jeffersonian Democracy; accordingly, in March, 1849, Joseph Bartlett and Benjamin A. Burr established a weekly paper bearing the title of

THE JEFFERSONIAN.

Mr. Bartlett had special charge of the editorial depart_ ment, and Mr. Burr of the printing. In his salutatory, Mr. Bartlett announced that the Jeffersonian would "be the advocate of Democratic principles, and would sup- port the Democratic party as the exponent of these prin- ciples." During his whole editorial career Mr. Bartlett undeviatingly pursued the course he had in the outset marked out for himself. He was influenced by neither threats promises, nor bribes, and he was subjected to such of these, at times, as would have influenced men of less firmness. But they only served to make him more ear- nest, if possible, in the expression of the views he had adopted.

It is needless to say that after the Republican party was organized, the Jeffersonian recognized its principles as those of Jeffersonian Democracy, and ever after was their firm and consistent advocate. It supported General Fremont, Abraham Lincoln, and General Grant for the Presidency, and, during twenty long years, Mr. Bart- lett gave all the influence of his ready pen in favor of the right. Oftentimes in advance of his contemporaries he expressed opinions, afterwards adopted, with a positive- ness not always agreeable, though, we apprehend, no one ever doubted his sincerity. At length, however, he had to succumb to a mightier than any political foe. Con- sumption took him in its relentless grasp, and in the year 1870 he laid down his editorial pen never to resume it. In a few months Mr. Burr transferred the subscription list of the Jeffersonian to Mr. Lynde, of the Whig and Courier.

While publishing the Jeffersonian in the second year of the Rebellion, Messers. Bartlett & Burr commenced the publication of a daily paper, in connection with the weekly Jeffersonian, called

JEFFERSONIAN DAILY EVENING NEWS.

The first number was issued June 28, 1862. Before much progress was made with it, the publishers found themselves disappointed in regard to their office arrange- ments, and concluded not to proceed with the enterprise after August 2, 1862.

Mr. William Thompson, who had been the publisher of the Democrat, having encouragement that a daily morning journal would be supported in Bangor, on the 19th of June, 1858, established the

BANGOR DAILY EVENING TIMES.

This was a paper, liberal and independent in politics, except during the war, of the prosecution of which to a successful termination it was an ardent advocate. As it was established by its publisher for his own emolument, it was fortunate for him that his inclination prompted him to make it a war paper, for its patronage during that period was very extensive, it being always in possession of the war news, for which everybody was eager, up to the hour of its publication. It was at first under the ed- itorial charge of Charles P. Roberts; afterwards of A. C. Brock, who was succeeded by William E. Stevens. It was a sprightly and agreeable journal, and was well sus- tained. Mr. Thompson, having become wearied with the labor of newspaper publication-not because of want of support-suspended the publication of the Times on September 10, 1867, and limited his business to job printing, simply, until his death in 1871.

At a period when Spiritualism was producing consid- erable excitement, George W. Brown established in Ban- gor a journal with the title of

THE SPIRIT GUARDIAN.

This was not a long-lived paper, and we are not aware that it exercised any influence for good or evil.

S. F. Whitmore published before 1850 a small daily paper, called the

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HISTORY OF PENOBSCOT COUNTY, MAINE.

DAILY BEE.

It was an adventure of Mr. Whitmore and several journeyman printers,-was intended to be conducted to take the popular breeze, but it was short-lived.

The last journal, but one, established in Bangor up to the present time, of which we have any knowledge, is

BURR'S FIFTY-CENT MONTHLY.

This is an eight-page quarto paper published monthly by Benjamin A. Burr. It is a tastefully printed sheet, and is full of unexceptionable and interesting miscellane- ous reading for the family. The first number was issued in April, 1870, and we believe the patronage it receives will justify the publisher in keeping it in existence during his pleasure.

There have been attempts to establish other newspa- pers in Bangor, but we believe we have given the names of all that have seen the light; certainly all that have shed any light, except the

BANGOR DAILY COMMERCIAL.

This paper was established by Marcellus Emery, esq., editor of the Democrat. Although under Democratic management, yet it keeps pretty clear of partisan politics, it being the design and desire of the conductors to make it a popular business paper, and to make money. The paper is a smart, newsy journal; has a good subscription list, and is popular with many of its patrons. It will not be for want of talent in the editor if he is not successful in obtaining for it an extensive circulation. The busi- ness interest of the community appears to be the prime object of his solicitude. The first number of the Com- mercial was issued on the Ist of January, 1872.

DEXTER-DEXTER GAZETTE.

Its character is independent; the editor and proprie- tor is R. O. Robbins; its size is 32x22 ; published every Friday; the circulation is 600. The advertising columns are well patronized.

The printing business was commenced in this place by J. F. Witherell, in 1853. He published several period- icals of different names, one of which once had a weekly list of 1,700 subscribers. It was of a literary character. He sold his interest in August, 1869, to Gulleson & Rob- bins, who carried on the publication of the Gazette and job business until October, 1871, when Mr. Robbins pur- chased the interest of the senior partner.

OLDTOWN-OLDTOWN INDEX.

This was the only paper ever published in this place. It was issued occasionally, in 1848-49,-had probably no circulation outside of the town. It was managed princi- pally by one Charles H. De Wolfe, an Englishman by birth, a man of pecular notions in vegetarianism, free-love, etc. Owing to his peculiar views, he did not find it con- venient to tarry here a great while, and he soon left the State. The next heard of him he was under arrest in Oregon, on a criminal charge for his unlawful manner of taking a wife. Being a man of some ability, he defended his own case. During the trial the judge asked: "Mr. De Wolfe, do you propose to show that you have been married to this woman?" "We were, your Honor, mar-

ried according to the universal laws of God and the dic- tates of our own conscience." "Do you love this wo- man well enough to take her for your wife?" "Most certainly I do." "Madam, do you love this man well enough to take him for your husband?" "Yes." "Then, by virtue of authority vested in me, I pronounce you to be husband and wife, duly married according to the laws of Oregon. Go, and sin no more." Next heard of him was his death in California.

CHAPTER XV. ROADS, RAILROADS AND TELEGRAPHS.

Wagon Roads-Notices of Early Roads in the Penobscot Country, by Whipple and Morse-The Bangor, Oldtown & Milford Railroad- The Penobscot River Railroad-The Maine Central-The Dexter & Newport-The European & North American-The Bangor & Pisca- taquis-The Bucksport & Bangor-Unaccomplished Projects - The Telegraphs through Bangor.

WAGON ROADS.

The first roads in the Penobscot Valley naturally lay along the comparatively low ground by the river's side, to connect the early settlements, which clung close to the Penobscot. Here ran the Indian trail, which had been traversed by the red man in his migrations, on his hunting expeditions or the war-path, for untold genera- tions; and these, widened and slightly improved, fur- nished the rude highways for the wagon, or horse, or ox- team of the pioneer.

It would be tedious work to follow in careful and ex- tended details the history of the construction of wagon roads, macadamized ways, turnpikes, and the rest, throughout the great county of Penobscot. It has now, apparently, a very excellent road system, accommodating well the settlements and villages dispersed far and wide throughout its large domain. Many of the leading high- ways will receive notice in our special histories of the townships. For the present we subjoin one or two no- tices of the old-time roads, which will certainly be read with interest. The following is from Whipple's Geo- graphical View of the District of Maine, published in 1816.

In the county of Penobscot, which is the most central division, par- ticular attention is paid in locating the roads in such directions as may hereafter preclude the necessity of turnpikes ; but even here there are people who have great reluctance to quit any road which they have used, let the location be ever so indirect. However, the inhabitants of this section are generally as enterprising in this department as in any other part of the Union.

The roads parallel and each side of Penobscot Bay and river are in a very good state to the head of the tide. The first important road from the head of the tide and west of the Penobscot commences at Bangor, and extends northeasterly by the river 14 miles to the upper line of Orono. From thence it has recently been extended 14 miles north- westerly, at the expense of the State, and another section of 14 miles is now extending beyond the Piscataquis.

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HISTORY OF PENOBSCOT COUNTY, MAINE.

The next 10ad extends on a northerly direction, about 8 miles west- erly of the State's road. This passes the westerly side of Pushaw, and terminates in Blakesburgh, 25 miles from Bangor. It is, however, in contemplation to extend it immediately to the township No. 3, in the 7th range, on the Piscataquis. The next road extends from Bangor on the westerly side of the Kenduskeag, and extends northwesterly about twenty miles to the upper part of Corinth, thence north through the centre of Charlestown, No. 2, in the 6th range, to Piscataquis, and to the mills in the town of Sebec, 38 miles from Bangor: and is a con- firmed county road for that distance.

The next and most important road of either is contemplated to be opened by the proprietors of the land through which it passes. It will commence at the western side of Kenduskeag, thence north 44 degrees west by the compass, 9 miles to the south branch of Kenduskeag in Levant, which has been so far traced, thence varying about 2 degrees northerly, it passes through the center of Penobscot county to Guilford, on Piscataquis River, thence to the south side of Moosehead Lake, thence about the same course to the principal settlement on the Chau- diere, fifty-two miles from Quebec, which distance is now a perfect wheel-road. The whole distance from Bangor to Quebec will probably be about 190 miles. Half this distance is now passable by the common road from Bangor to the Piscataquis and the Chaudiere road to Quebec, which distance the land is peculiarly adapted to a good road. This road will particularly accommodate the upper settlers on the Kenne- bec.

The next important road which is also contemplated, but now before the Court of Sessions, commences at Bangor and, extending west a few degrees, runs north through Hermon and Carmel in the Second Range, thence on the same course to Canaan, Bloomfield and Norridgewock, on the Kennebec, and thence on the same course through East An- dover to Connecticut River in New Hampshire and Vermont.

The next road is contemplated from Bangor to Augusta south of Dixmont, and on a direct course, which will reduce the distance about nine miles. A petition for a township of land for this purpose is now before the Legislature.

The next is the present travelled road from Bangor through Hamp- den, Dixmont, Joy, Unity, Fairfax, Harlem, and Vasselborough, to Augusta.

The last road west of Penobscot is from Bangor to Belfast, through Hampden and Frankfort, A petition for a new road from Frankfort to Belfast is now before the Sessions; this will be a most important avenue. A new direct county road is also contemplated from Bangor to Ells_ worth, which will be the great road to Machias and Passamaquoddy.

The Quebec road receives the following notice, evidently borrowed in part from Whipple, in Morse's Universal Geography, of the edition of 1819:

Another road is laid out from Bangor, on the Penobscot, to Quebec, a distance of about 200 miles; course North 40 degrees West. It passes through Brownville, thence to the east of Moosehead Lake, thence across the western branch of Penobscot river to St. Joseph's church, on the Chaudiere, which is about 52 miles from the city of Quebec, to which there is a good road all the distance. The whole distance on the road, from Bangor to Quebec, will be about 190 miles. Half this dis- tance is now passable. The upper settlers on the Kennebec will derive great benefit from this road. The country through which this road is to pass was explored, for the first time by any white person, in the spring of 1810, by Dr. Isaac Wilkins and Captain Ezekiel Chase, and found to be in general good for roads and settlements. After passing Brownville 20 or 25 miles, in a Northerly course, over a ridge of moun- tains, the country thence to the Chaudiere is level, variegated only with gentle swells.

Another important road has been surveyed from the Penobscot to a new settlement in the north-east corner of Maine, on St. John's river.

Another advantageous road is contemplated, to be opened from Bangor west through Hermon, Carmel, Canaan, Bloomfield, Norridge- wock, and East Andover, to Connecticut river.

RAILROADS.

The project of building the first iron road constructed in the Penobscot Valley was mooted soon after the rail- way system was introduced into this country. It was the Bangor, Oldtown & Milford Railroad, which has been discontinued for many years, but whose old station- house, now a dwelling, still stands on the bluff in Bangor,

and the long-disused track can still be traced at intervals stretching thence away into the country. The line kept on the high ground, instead of following the lower levels near the river, as does the present railroad to Oldtown; and, when it was desired to use a road to that place as an important link in a chain of iron ways to reach the Northeastward and Northwestward, this track was found to be too far in the interior to accommodate the traffic from the growing towns along the river; and it was con- sequently abandoned for the route now in use.

The Bangor, Oldtown & Milford Railroad Company was chartered by the State Legislature on the 8th of March, 1832, but was not fully organized until three years afterwards. So enthusiastic was the local public over this new departure in methods of transportation, that the stock of the company sold at 18 per cent. premium before a blow had been struck upon the line. Messrs. Rufus Dwinel, Ira Wadleigh, and Asa W. Bab- cock, were the chief promoters of the enterprise. Work upon the road-bed was begun in June; but the charter proved to be so fatally defective that it was possible for every landholder on the line to prosecute every railway employe coming upon his premises; and the work had to be temporarily abandoned. By and by the Bangor & Piscataquis Canal and Railroad Company, which had been chartered February 8, 1833, to build a canal or railroad, or both, from Bangor to the State quarries of Piscataquis county, bought up the franchises of the older company, and without special difficulty completed the road from Bangor to Oldtown, by way of Upper Stillwater. It was constructed in 1835-36, and laid with strap-rail; and was opened in the latter year. After a time a track was laid down the hill in Bangor, and along the streets to a wharf on Exchange street, upon which large quantities of lumber and other products -- but especially lumber,-were transported directly to the vessels on the Penobscot.

THE PENOBSCOT RIVER RAILROAD.

A company to build a railway bearing this title was chartered by the State in 1836. It was to lay a line from Bucksport to Milford, altogether on the east side of the river, but with a branch to Orono. The usual agi- tation in behalf of a local road was excited. Meetings were held at Orono and Oldtown in the autumn of 1836, in promoting the scheme, and $30,000 to $40,000 were subscribed in the former place alone. The times were growing hard, however; the great financial crisis of 1837 was at hand; and the means, together with the public confidence desirable in such an enterprise, could not be commanded at the time. The project therefore failed.

THE MAINE CENTRAL.

The Penobscot & Kennebec Railroad Company was chartered April 5, 1845, organized fully November 27, 1850. Early in 1853 the construction of the line from Waterville to Bangor was begun at the former place; and by December of that year the track was completed to Kendall's Mills. The cars reached Pittsfield in Novem- ber, 1854, and entered Bangor in triumph in August, 1855. Meanwhile the Androscoggin & Kennebec

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HISTORY OF PENOBSCOT COUNTY, MAINE.

Railroad Company, chartered March 28, 1845, had been building a road from Danville Junction, on the Atlantic & St. Lawrence Railroad (now leased for 999 years to the Grand Trunk Railway of Canada), to Waterville, which was opened for traffic December 23, 1849. Upon the completion of the Penobscot & Kennebec, Sep- tember 1, 1855, Bangor had its first connection by the iron rail with Portland and the rapidly developing rail- way system of the East and West. November 1, 1856, the Bangor link of the chain was leased for twenty years to the Androscoggin & Kennebec Company, at a yearly rental equivalent to three-sevenths of the net earnings of both the roads. In a very few years, however, October 28, 1862, a consolidation of the two roads was effected, under the name of the Maine Cen- tral, which the line has since borne.

An older company, the Kennebec & Portland, had been chartered April 1, 1836, to build a road from Port- land to Bath and Augusta, had opened the section from Yarmouth to Bath July 4, 1849, that from Yarmouth to Portland in 1851, and the extension to Augusta, January I, 1852. The property of this company was foreclosed by its mortgagees May 18, 1862, and the Portland & Kennebec Company, organized two days afterwards, be- came its owners. A line was built from. Augusta to Waterville, and on the 26th of February, 1873, an act of the Legislature was passed, consolidating, the Port- land & Kennebec, the Somerset & Kennebec, and the Leeds & Farmington Companies, with the Maine Central Railroad Company. November 13, 1871, the extension from Danville Junction to Cumberland Junction, near Portland, was opened. The Maine Central, therefore, now consists of the united lines from Bangor to Portland via Danville Junction, 136.6 miles; the branch from Cumberland Junction to Waterville, 72.93 miles; that from Crowley's Junction to Lewiston, 4.77 miles; that from Bath to Farmington, 74.31 miles; and that from Waterville to Skowhegan, 18.19 miles-170.2 miles of branches, or a total of 306.8 miles owned by the com- pany. In addition they lease the Belfast & Moosehead Lake Railroad, 34.15 miles, and the Dexter & Newport Railroad, 14 miles-48.15 miles, making 354.95 miles owned or leased and operated by the Central Company, with side-tracks, etc., amounting to 49.2 miles more; 27 miles of the line, besides the Dexter & Newport road, lie in Penobscot county, passing from Bangor in a gen- eral westerly direction through Hampden, Hermon Centre, Hermon Pond, Carmel, Etna, East Newport, and Newport.

By the last report of the company at hand, the Cen- tral owned 58 locomotive engines and 1, 119 cars-pas- senger 58, baggage, mail, and express 25, box freight 645, and platform 474; besides 40 service cars.

DEXTER AND NEWPORT.

The original company formed for building this short line, in the western part of the county, was chartered in 1853, but nothing effective was done under the charter until its extension in 1865. Construction was begun un- der the new arranagement in 1867, and the next year the

road was opened. It cost about $300,000. December I, 1868, it was leased to the Central Company for thirty years, at a rental of $18,000 a year. It has, as already noted, a track of fourteen miles, running from the junction at Newport, through Corinna, to Dexter, with sidings amounting to about one mile. It owns ño rolling stock, being equipped entirely by the Central. By its financial statement December 31, 1879, it had a capital stock of $122,000, and owned $175,000 in six per cent. township bonds. Mr. Charles Shaw, of Dexter, is President of the company, and George Hamilton, Treasurer. The offices of the road are at Dexter.

THE EUROPEAN AND NORTH AMERICAN.

The Bangor & Orono Railroad Company was chartered in 1847, but did nothing of importance. Subsequently, in 1851, à new Penobscot Railroad Company was organ- ized, and began operations the next year. It was to build a road, in the first instance, mainly on the west side of the Penobscot, from Bangor to Milford. The first contractor upon it, the Hon. Horatio C. Seymour, of New York, died, and the second contractor failed; so that the construction was delayed. First-mortgage six per cent. bonds, to the amount of $300,000, due in twenty years, were issued in 1855, bearing date July Ist, and the European & North American Company, which had been chartered August 20, 1850, but had yet built nothing, acquired title to the road-bed, rights of way, and other property of the Penobscot Company, between Ban- gor and Milford. The European & North American Company went on to complete the line on the route already selected by the Penobscot Company, substan- tially that now occupied by the road; and in 1868 cars were running from Bangor to Oldtown.

The company now in possession secured a land-grant of 750,000 acres of land from the State. In 1863 it issued $280,000 of its own first-mortgage bonds. The city of Bangor voted a twenty-year six per cent. loan of one million, due January 1, 1889. Means were thus obtained to extend the line into Milford, building the railway bridge across the Penobscot, and then to Vance- boro, on the State boundary, which was reached in 1871. Upon the opening of the through line, October 17 of that year, a great celebration was had, at which were present General U. S. Grant, then President of the United States; Lord Lingard, the Governor-General of Canada ; the Governor of Maine, and many other dis- tinguished personages. During the same year, the Eu- ropean & North American Railway of New Brunswick was completed to the same point, and the two roads made a continuous line from Bangor to St. John, 2051/2 miles distant. The companies were consolidated De- cember 1, 1872, but serious defaults in interest-payments occurred three years afterward, and the corporations separated after trying vainly to fix upon a plan of re- adjustment. The trustee into whose hands the New Brunswick division had fallen sold it under foreclos- ure, and it was re-organized as the St. John & Maine Railway. The next year-October 2, 1876-the Maine division, or the European & North American, was

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HISTORY OF PENOBSCOT COUNTY, MAINE.

surrendered to the trustees of the land-grant mortgage ($2,000,000 twenty-year bonds), who have since operated the road. The trustees, in possession since the date given, are the Hon. Hannibal Hamlin and William B. Hayford, both of Bangor, where the principal offices of the road are situated.

In its course of construction, the European & North American absorbed, not only the Penobscot Railroad Company, but also the Oldtown & Lincoln Company, chartered about 1852, and the Bangor & Piscataquis Canal & Railroad Company. These, however, had pre- viously been absorbed in the Bangor, Oldtown & Mil- ford Railroad Company, which was in its turn swallowed up by the European & North American Company, which vacated its track, as recorded in the opening paragraphs of this chapter.

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History of Penobscot County, Maine; with illustrations and biographical sketches, Part 53

Author: Williams, Chase & Co., Cleveland (Ohio) Publication date: 1882 Publisher: Cleveland, Williams, Chase & Co. Number of Pages: 1100

Author: Williams, Chase & Co., Cleveland (Ohio)
Publication date: 1882
Publisher: Cleveland, Williams, Chase & Co.
Number of Pages: 1100