USA > Maine > Waldo County > Belfast > History of the city of Belfast in the state of Maine, Volume II, 1875-1900 > Part 20
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Other bridges. Little River Bridge, carried away by the freshet
187
BRIDGES
destruction of the waterworks dam, in November, 1887, was re- placed by one of steel. This was in turn replaced by an iron one, in 1894. The Head of the Tide Bridge, weakened by the freshet of March, 1896, was rebuilt in 1897. A new bridge over Goose River, on the Searsport Shore Road, was completed in Novem- ber, 1886. It is about three hundred and fifty feet long, and four feet wider than the old one.
CHAPTER XXVII
CUSTOM-HOUSE AND POST-OFFICE
First Display of Flags - Building enlarged - Customs Officers - Post-Offices in 1875 - New Boxes - Special Delivery System - Citypoint Office - Mail Service - Free Delivery - Steamboat Mail - Postmasters and Assistants - Mail Arrangements in 1900.
CUSTOM-HOUSE
TN July, 1877, a United States revenue flag first floated from the Belfast Custom-House building. In April, 1891, two staffs were erected on the roof, from which the American ensign as well as the revenue flag has since been displayed.
In 1886, an appropriation of $15,000 made by Congress, "for enlarging and repairing the publie building in Belfast," resulted the next year in an extension of twenty feet to the rear, making its whole dimensions forty by fifty feet. The Post-Office rooms on the first floor were somewhat remodelled, but those of the Custom-House occupying the upper story were unchanged. The contractors were M. C. Foster & Co., of Waterville; their bid being $10,961. In 1888, a driveway was built from street to street in the rear, for delivering the mails, and a concrete walk laid. In the summer of 1889 the granite and iron fence between the Government land and the Crosby Inn lot was removed.
The accompanying plan of Custom-House Square, as it was prior to the erection of the Custom-House, was made by George A. Quimby, Esq., from data furnished by the venerable Peter Welch, January 1, 1913. It is approximate only.
Mr. Welch was born seventy-seven years ago, and as a boy lived in the house marked "Peter Welch House," on the Franklin Street side of the diagram. He states that, when excavations were made two years ago, for the extension on the rear of the Custom-House, the cellar wall of his father's old barn was un- earthed. His father's name was also Peter, and the present Peter, though nearly an octogenarian, has always been familiarly re- ferred to as "young Peter."
The old stone watering-trough was removed years ago, and is
MAIN STREET FROM CUSTOM-HOUSE SQUARE. ABOUT 1890
A
CUSTOM-HOUSE AND CROSBY INN, PRIOR TO 1896
CUSTOM-HOUSE AND POST-OFFICE
189
now in use, by the roadside, at Temple Heights, the Spiritual- ist Camp-Ground, Northport.
The following comments upon the plan are from Dr. James C. White, of Boston, whose remarkable memory and abiding love of
Lawyer Crosby's Office
CROSBY
LINE
Peter Welch House
Sweeney House
FRANKLIN
Barn
School House
Site of present (1913) Post Office and Custom House
Shoe Shop
STREET
Engine House'
Tin Shop
Curb of Present Square
STREET
Shoe Shop
Faunce+
MAIN
Hersey's Tin Shop
Watering Trough
Custom House Square prior to erection of Custom House in 1855 - 1856 about 1840
CHURCH
STREET
STREET
STREET
RANGE
White Block
MAIN
Hearse House
Chas.Field
190
HISTORY OF BELFAST
the town of his birth have been an invaluable aid and encourage- ment to those who have tried to carry on Mr. Williamson's his- torical work: -
BOSTON, MASS., 259 MARLBOROUGH STREET, January 14, 1913.
DEAR MR. JOHNSON: -
I am pleased to see the sketch of Custom-House Square. I remem- ber the site of the hearse house and the engine house; - also that at one time Mr. Thurlow had his tailor shop at the apex of the point. I remember particularly that Daniel Faunce occupied a large, green, wooden store on the Main Street side, opposite the Harraden store, while my father was building the brick block at the corner of Main Street, one of the stores in which Daniel Faunce subsequently occu- pied. A big fire department reservoir was sunk near the "watering- trough."
Very truly yours, JAMES CLARKE WHITE.
POST-OFFICE
In 1875, besides the Post-Office in Belfast, post-offices ex- isted at Poor's Mills, and at the Head of the Tide; the latter under the name of Waldo. Except on Sunday there were two daily mails each way by train, and by stage daily to and from Augusta, Bangor, and Rockland. Mails also went tri-weekly each way to and from Ellsworth, Albion, Frankfort, and Camden.
In 1878, 584 new boxes were added to the main office.
1880. The office at Poor's Mills was discontinued. It was restored in 1893, and is still maintained.
1883. October 1, the new two-cent postal rate on letters was substituted for that of three cents, which rate had taken effect in 1851.
1885. In October, the Special letter delivery system was es- tablished. A ten-cent stamp insured the prompt delivery of a letter by carrier within one mile of a post-office.
1887. In March, an office was established at City-Point. The form of its name was changed to Citypoint in 1894.
1887. In April, John Watson Knowlton, who had been postal clerk on the railroad since it was built, resigned. William Brown Snow, later U.S. Post-Office Inspector, succeeded him, and re- mained until 1894, when Harry Mellen Prentiss, the present incumbent, was appointed.
191
CUSTOM-HOUSE AND POST-OFFICE
1888. In January, 456 lock-boxes of Yale pattern were added to those in the central office, making in all 1030.
1890. The mail service to Searsport and Stockton Springs was extended to two daily trips each way. That to Islesboro began by steamer, instead of by boat across from Saturday Cove.
1893. April 1, the city having complied with the requirement for numbering houses, free delivery commenced, embracing all points within a mile of the central office, and extending to the corner of the roads above the east end of the Lower Bridge, and to the Upper Bridge. Three daily collections and two deliveries were established. Carroll Thompson, Horatio Herbert Carter, Jr., and Charles Benjamin Eaton were the carriers. Percy Raymond Follett was afterwards added as a substitute carrier. Boxes were placed in different localities throughout the city.
1897. From June 20 to September 20, a daily mail service to and from Boston and intermediate landings was maintained, by the outside steamboats, and the service was continued during the two following summers.
The following is the succession of postmasters at the different offices from 1875 to 1901: -
Central Office
Postmasters
Assistants
1875. Samuel Greenleaf Thurlow.
Frank W. Patterson.
1878. Andrew Derby Bean.
Samuel Greenleaf Thurlow.
1887. Henry Leonard Kilgore.
John Sumner Fernald.
1891. Arthur Irving Brown.
Frank Lee Field.
1895. Henry Leonard Kilgore.
Austin Wilder Keating.
1898. Austin Wilder Keating.
Forest Elmer Cottrell.
1899. Arthur Irving Brown.
Frank Lee Field.
Head of the Tide (Waldo P. O.)
Postmasters 1875. William Ervin Mitchell. 1890. Edwin Mitchell.
Citypoint Postmasters 1887. Albert Gammans. 1890. Ezra Manter Dolloff.
192
HISTORY OF BELFAST
1891. Frank Merrill Bailey. 1894. Calvin Hollis Monroe. 1897. Henry Clay Bailey.
Poor's Mills Postmaster 1875. G. G. Patterson. 1893. H. F. Jackson. 1899. A. S. Jackson.
At the close of 1900, Arthur Irving Brown continued as post- master at the central office, with Frank Lee Field, assistant, Frederick Wording Brown, mailing clerk, and Augustus Perry, money order clerk.
Excepting on Sunday, three daily western mails are sent by train, and daily service by stage is maintained with Rockland, Freedom, Bangor, Augusta, Lincolnville, North Searsport, and by steamer with Islesboro. There are two mails each day to and from Searsport and Stockton Springs.
CHAPTER XXVIII
HOTELS
Hotels in 1875 - American House - Landlords - Burned in 1885 - New England House - Windsor Hotel - Phoenix House - Sanborn House - Revere House - Ocean House - Crosby Inn - Description and Engraving - Destroyed by Fire - Financial Condition - Sale of Lot.
TN 1875, the following were the hotels in Belfast: the American House, New England House, Phoenix House, and the Sanborn House.
The American House, formerly the Eagle Hotel, stood on Main Street, on the present site of the Odd Fellows' Block. Its suc- cession of landlords was as follows: 1875, E. L. and H. A. Clark; 1875-76, Jacob D. and B. F. Tucker; 1876-79, Jacob D. Tucker; 1879-82, Will R. Holmes; 1882-84, Humphrey Nicholas Lancas- ter; 1884-85, William Weeks. In 1879, extensive improvements were made, and water was introduced by a force pump. It was burned July 12, 1885. (See chapter xxxv, on Fires.)
The New England House was the present Windsor Hotel. Its landlords were: 1875-76, Nathaniel W. Holmes; 1876, B. F. Tucker; 1877, Will R. Holmes and Charles C. Clark; 1878, James D. Tucker; 1879-81, Nathaniel W. Holmes; 1882-85, Charles H. Crosby. In August, 1885, the name was changed to Windsor Hotel, and William G. Cox & Son became landlords. The latter retired in 1888. The following year it was sold to Israel Cox. In March, 1890, Robert Brownrigg became its pur- chaser and landlord. From October, 1890, to 1894, it was leased to Henry Staples and Thomas Haugh. Mr. Brownrigg resumed the management in 1894. Marcellus R. Knowlton, the present proprietor, succeeded him in 1897, and afterwards purchased the premises (1900).
The Phoenix House is located on High Street, between Market and Bridge streets. From 1875 to 1878, R. H. Mitchell conducted it. He was succeeded by A. M. and J. C. Robbins, Jr., who continued as proprietors until 1883; the landlords after that year were: J. C. Robbins, to 1886; Charles A. Ellis, to 1890; and Frank E. Nash, the same year. In 1891, Leonard L. Gentner
194
HISTORY OF BELFAST
became the owner and landlord. For a short time, in 1889, the name of the house was "The Belfast Tavern."
The Sanborn House, at the corner of Main and Pleasant streets, was called "Farmers' Inn" from 1880 to 1884. In 1889, it took the name of "The Arlington House," and in 1897, that of "The Commonwealth Hotel." The landlords were: 1876, W. R. Mathews, 1876-80, A. H. Monroe; 1880, C. W. Hill; 1881-84, M. F. Weed; 1884-88, Joseph Sanborn; 1888-90, Alfred Jones; 1890-95, Israel V. Miller; 1895-97, Stephen Peirce; 1897, George W. Patterson; 1898, Edward H. Knowlton, the proprietor in 1900.
The Revere House, on Spring Street, was called "The Dyer House," until 1886. Its landlords have been as follows: 1878, E. A. Dyer; 1879-82, J. C. Crosby; 1882-84, J. D. Tucker; 1884, G. S. Robertson; 1885, Mrs. S. H. Gray; 1886, E. H. Haney & Co .; 1886-88, Ira T. Lovejoy; 1888-89, J. Austin McKeen; 1890, E. A. Jones, who continued in 1900.
The Ocean House, at the corner of Main and Federal streets, was first called "The Robertson House." It was conducted in 1885 by Simeon Ellis, who was succeeded by William Q. Spinney, in 1886; by Robert Waterman, in 1887; by John Jones, 1890-91; by Eli Ellis and Albert R. Thurston, in 1891.
The Crosby Inn. In October, 1887, Colonel Richard Chenery, Calvin Hervey, Israel Wood Parker, Alden Darwin Chase, Albion H. Bradbury, Nathan Foster Houston, James Thomas Pottle, A. Cutter Sibley, and Seth Llewellyn Milliken were in- corporated under the name of "The Belfast Hotel Company." The sum of $21,650 having been subscribed by thirty-two stock- holders, all of Belfast; the Crosby lot, in the rear of the Custom- House, was purchased for $6500 as a site, and the erection of a house, to be called "The Crosby Inn," immediately commenced. The house was opened June 1, 1889. Its situation combined glimpses of the bay from the upper stories, trees and shrubbery, spacious grounds, and complete retirement, with close prox- imity to the business centre of the City. It is thus described in the "Republican Journal" of May 30, 1889 :-
The main building on the front is one hundred and ten feet long. The southern wing is sixty-seven by thirty-four feet, and the northern wing thirty-six by fifty-seven. This does not include the kitchen, or the Crosby mansion, which is converted into another wing. The build- ing has three floors. A veranda ten feet wide extends along the entire
CROSBY INN. BUILT 1889. BURNED 1896
OLD HAND ENGINE, HYDRANT NO. 2 PURCHASED 1873
195
HOTELS
front, with balconies at the second story. No distinet style of archi- tecture has been followed. The veranda might be called Doric, and the upper part of the building Queen Anne. Every room has a window, and the structure has ample light: there are thirty-eight windows in the first story, thirty-six in each of the second and third stories. There are several gables in the roof, while at the eastern corner is a tower extending above the roof and surmounted by a weather vane. The building is irregular in form, the rear wall being several feet longer than the front. This was caused by making the northern wing conform to Main Street, resulting in its joining the main building at an obtuse angle. There are sixty-five sleeping-rooms in the hotel, and it contains all the modern improvements. The whole building is heated by steam, piped for gas, and supplied with water from the Belfast Water Works. The position of the building insures perfeet drainage, and great care has been taken in putting in the plumbing. The building cost $40,000, and ranks with the best hotels in Maine. The architect was Mr. E. E. Lewis, of Gardiner, and the builder Mr. Israel Wood Parker, of Belfast.
The first landlord was George H. Bemis, who had for clerks, Waldo B. Washburn and Charles Henry Mitchell. Mr. Bemis re- mained until November, 1891. Subsequently the hotel was kept open by the directors, leased temporarily to H. P. O. Wright and George W. Varney; afterwards run by the directors, under charge of Fred George White, and then leased to Wright, Varney and Thomas Haugh, who were the proprietors at the time of its de- struction by fire, January 4, 1896. (See chapter xxxv, on Fires.)
The following facts show the financial condition of the com- pany. The Crosby estate took $6500 of the stock; five citizens took from $500 to $1000 each, and thirty-two citizens took from $100 to $500 each, making a total of $22,000. To complete the house the company was obliged to issue four per cent bonds to the amount of $20,000, and the bonds were mostly sold to the stock- holders. For all stock and bonds the company received full par value. At the time of the fire the company had drawn and paid five bonds, to the amount of $1000. The $12,000 insurance received was paid on the bonds pro rata, leaving the balance of debt $7000. No interest had been paid on the bonds since 1895. The hotel property was repeatedly sold for taxes. In 1900, a compromise was effected by which the city received $1000 in full for its claim, and the lot was sold to Mrs. Anne M. Chenery for $6500. No dividends on the stock were ever paid, and the stock itself was entirely absorbed by the bondholders, who also sustained a loss.
CHAPTER XXIX
STEAMBOATS AND STEAMBOAT NAVIGATION
The Katahdin - Cambridge - City of Richmond - Pioneer - New Bruns- wick - Lewiston - May Queen - Charles Houghton - Inside Line ter- minated - Clara Clarita - Sea-Flower - James A. Gary - Boston and Bangor Steamship Company organized - The Penobscot makes her First Trip in 1882 - The Mount Desert - Florence - May Field - Old Steamer Daniel Webster burned - Fate of the old Steamer Senator - Loss of the Cambridge - Three Brothers - Fred William Pote becomes Agent of the Boston Line - Mary Morgan - Electa - Little Buttercup - M. and M. - Lucy P. Miller - Caroline Miller - Mount Waldo - Castine - San Antonio-Viking-Emmeline-Pentagoet-City of Bangor first placed on Boston Route - Charles Edward Johnson appointed Agent - Golden-Rod - Silver Star - New Route to Brooksville - Tremont - Salacia - Loss of the Pentagoet - Steamboat Service in 1900- Dimensions of Steamers.
TN 1875, the steamers Katahdin, Captain William R. Roix, and the Cambridge, Captain Charles B. Sanford, made semi- weekly trips between Bangor and Boston, excepting during the winter and early spring months. Commencing in April, the City of Richmond, Captain Christopher Kilby, ran thrice a week be- tween Bangor and Portland, on what was termed the inside route. The Pioneer ran a portion of the year to and from Brooksville, and during the autumn the May Field made four trips each week · to the same place, connecting with the outside boats.
In 1876, the steamboat arrangements were substantially the same as in 1875. On the morning of June 17, during a fog, the Cambridge, then commanded by Captain John P. Johnson, struck upon a ledge off Monhegan, but suffered no material injury. While being repaired, her place was supplied for several weeks by the New Brunswick. In December after the Richmond dis- continued her trips, the Lewiston called at Belfast weekly on her passage between Machias and Portland. The Pioneer ran be- tween Belfast and Castine until December, when she was suc- ceeded by the Howell. In the summer the Pioneer made one trip each week to Vinalhaven.
1877. The Boston and Portland steamers ran as before. In May, the steamer May Queen, eighty-four tons, built by Carter & Co. for parties in Belfast, was launched, and the next month
197
STEAMBOATS AND STEAMBOAT NAVIGATION
ran to Castine, being commanded by Captain Fred Augustus Gilmore. On July 12, fourteen steamers engaged in catching porgies were visible in the bay.
1878. The Katahdin, Cambridge, Richmond, and May Queen ran as during previous years. In April, the owners of the Planet were incorporated as the Merchants' and Mechanics' Steamboat Company. On November 7, Captain John P. Johnson, of the Cambridge, died in Chelsca, Massachusetts, aged about fifty ycars.
1879. During a portion of the year Captain Otis Ingraham commanded the Cambridge. Captain W. E. Dennison suc- ceeded Captain Kilby on the Richmond. In the spring and fall, the Lewiston, Captain Charles Deering, touched at Belfast weekly, in going between Portland and Bangor. During the summer, the Charles Houghton made trips between Rockland and Bangor. The Planet was partially burned October 24, while being repaired. She was formerly a sailing packet to Islesboro.
1880. In April, the Richmond was withdrawn from that por- tion of the route above Rockland. Simpson's Wharf, at which she touched, was closed to public use. Thus terminated the in- side line connecting with the railroad at Portland, after being maintained for thirty-seven years. In June, the Sanford Steam- ship Company's line added the New Brunswick,1 and ran daily steamers to and from Boston. During the same month the Clara Clarita, Captain Thomas Reed Shute, ran thrice weekly between Rockland and Bucksport. The Sea-Flower, Captain Charles Thomas Gilmore, on the Brooksville route, was succeeded by the May Queen in December. The Planet was sold to New York parties, for $3000.
1881. The daily line to Boston was resumed, June 15, by the Cambridge, Katahdin, and New Brunswick, the latter com- manded by Captain C. Frank Homer. August 30, the Rich- mond 2 struck on Marsh Island Ledge, and filled, but no one was injured. She was afterwards floated in a damaged condition. From May to December, the James A. Gary made weekly trips to and from New York, carrying freight only. The May Field,
1 The New Brunswick was libelled for wages and supplies, in 1909, and sold for $3275.
2 In 1898, having been named the City of Key West, she ran between Florida and Cuba.
198
HISTORY OF BELFAST
Captain Farnsworth, commenced running from Bucksport to Rockland, November 28. The Sea-Flower was sold at auction in May, for $1765. She was originally a sailing vessel.
1882. The name of the Sanford Steamship Company was changed to the Boston and Bangor Steamship Company. A pamphlet history of the corporation, formerly known as San- ford's Independent Line, was published this year. On April 10, the new steamer Penobscot, 1400 tons, arrived on her first trip. Captain William R. Roix was her master. Six trips each way between Bangor and Boston were made during the summer. In October, the Mount Desert, Captain David Robinson, com- menced weekly trips between Rockland and Bangor.
1883. The Boston steamers made their trips as usual, Cap- tain Rogers in command of the Penobscot, Captain Otis Ingra- ham, of the Katahdin. The company owning them, added the Rockland, of 100 tons, to run from Rockland to Bar Harbor. The May Queen was withdrawn from the Castine route, and was suc- ceeded by the Florence, of Bangor.
1884. This year, besides the three steamers to and from Bos- ton, the Florence, Captain Adoniram Decker, continued her trips to Castine and Brooksville, and the May Field went every Monday to Vinalhaven. Cyrus James Hall fitted the May Queen for towing vessels between his Mount Desert Quarry and Belfast. During June, the little steamer Brunette ran to and from Isles- boro. In October, the Saguenay, formerly the Daniel Webster, which ran on the inside route from 1853 to 1866, was burned in Canada, where she had been owned for several years. The old steamer Senator, formerly on the Bangor and Boston route, which went to California in 1849, was constructed into a barge, and taken to New Zealand.
1885. The Cambridge, Penobscot, and Katahdin continued as in previous years. The May Queen was sold to Captain Robert Tapley, of Brooksville. The Florence ran to Castine. During a fog, on the forenoon of September 23, the Cambridge, when on her way to Bangor, with six hundred passengers, struck a reef near the Monument, and remained two hours, when she floated, in a leaky condition. She went to Boston for repairs. No one was injured. The passengers were taken to Bangor by the Katahdin.
· 1886. This was an unfortunate year for the Boston steamers.
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STEAMBOATS AND STEAMBOAT NAVIGATION
On the morning of February 10, the Cambridge, Captain Otis Ingraham, with forty passengers and a heavy freight, ran upon Old Man Ledge, five miles from George's Island. The sea was smooth and the weather pleasant. She broke in two, and the next day had entirely disappeared. All on board were safely landed on George's Island. The steamer was nineteen years old, and measured 1337 tons. She was insured for $50,000; less than half her value. The loss on Belfast freight was about $10,000.
On the evening of November 30, the Penobscot, bound to Boston, struck on Otter Island, causing her to leak. She steamed back to Rockland, and from thence went to Boston for repairs. The passengers and freight were not injured.
The Florence continued to run daily trips to Castine; the May Field made tri-weekly trips between Bucksport and Rock- land; and for a short time the Three Brothers ran to Islesboro and Camden. In October, Fred William Pote succeeded Daniel Lane as agent of the Boston and Bangor Company. The Steamer Lewiston, 1227 tons, built in 1856, was purchased for this line for $35,000. The May Queen was sold to Salem parties, and her name changed to Frank N. Low.
1887. More steamers than usual plied on the Penobscot in this year. Besides the Katahdin, Penobscot, and Lewiston, of the Boston route, the Mary Morgan ran between Bangor and Rockland; the Electa between Belfast and Castine; the Little Buttercup to and from Islesboro; the M. and M. as an excursion boat; the Lucy P. Miller, succeeded in December by the Caroline Miller, between Bangor, Belfast, and New York. The Mount Waldo ran for a short time to New York. The Mary Morgan, Captain Joseph Wentworth, was a fast iron side-wheel steamer of three hundred tons. She was not successful, and ceased her trips in October. The M. and M. formerly belonged in Thomaston. Her name represents the initials of Mary and Maud, daughters of her first master. The Lucy P. Miller, a screw steamer of 533 tons, was commanded by Captain William Rogers, of Frankfort. She hailed from Key West. The Caroline Miller had double the freight capacity of the latter. She was formerly the British steamer Dawn, built in 1886 at Grangemouth, England.
1888. The Penobscot, Katahdin, and Lewiston commenced daily trips to Boston, June 14. The Rockland ran daily to Rock- land and Bangor, and the Electa, Captain Edward True, went
200
HISTORY OF BELFAST
thrice a day to and from Castine. During a part of the year the Lucy P. Miller and Caroline Miller were on the New York route. An outlay of about $10,000 was made on the steamboat wharf and buildings. The wharf is 460 feet in length, and 165 feet wide across the outer end.
1889. The same steamers made substantially the same trips as in 1888. The Castine, thirty-five tons, and eighty-five feet long, built in Brewer, came to Belfast for the first time in June. Captain Adoniram Decker, of Islesboro, was master, and she ran a part of the summer to Castine, in place of the Florence.
1890. No additions to the steamers of 1889 took place, except that the City of San Antonio, an iron steamer, ponderous and slow, for a short time took the place of the Lucy P. Miller, and the Emmeline ran across the bay.
1891. There were no marked changes in the trips of the larger steamers. In July, the Viking, owned by George H. Kim- ball, of Cleveland, arrived from Ashtabula, Ohio, and temporar- ily took the place of the Electa. The Emmeline ran between Castine and Rockland, and beginning in September, the Castine made semi-weekly trips to Bar Harbor. The Lucy P. Miller, on the New York route, was superseded by the Portland, an iron steamer.
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