USA > Maine > Waldo County > Belfast > History of the city of Belfast in the state of Maine, Volume II, 1875-1900 > Part 21
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1892. Service by the outside boats continued as usual. In June, the Rockland resumed her trips. The Castine ran to Deer Island, and the Electa, Emmeline, and Viking maintained com- munication with the eastern bay landings. February 1, the Electa began carrying the mail to Islesboro, the old route by the way of Northport being discontinued. The Pentagoet, formerly the revenue cutter Perry, employed on the Western Lakes, arrived from Quebec and occasionally appeared at our wharves. George H. Kimball was her owner. In July, the City of Richmond was withdrawn from Maine waters, having been purchased by New York parties.
1893. The Boston steamers extended their daily trips later than usual. Between Bucksport and Rockland, the Emmeline made tri-weekly trips, and with the Viking, commenced landing at Lewis's Wharf, which had been enlarged and supplied with a slip for their accommodation. In December, the new steamer City of Bangor, recently launched at East Boston, was severely damaged by fire.
1
201
STEAMBOATS AND STEAMBOAT NAVIGATION
1894. From January to June the Boston steamers made their usual trips, which were increased to daily ones from June to October. On the 20th of June the new City of Bangor, Captain Otis Ingraham, arrived at Belfast early in the afternoon; and was greeted with bells and whistles. She remained an hour and was visited by a large number of spectators. She was built in Boston, in 1894, is 277 feet long, and has a gross tonnage of 1661.41. She took the place of the Katahdin, which was withdrawn. Charles Edward Johnson became the Belfast agent of the line, in the place of Fred William Pote, who joined the new boat as her stew- ard. The Rockland made daily trips between Bangor and Rock- land. The Viking continued on the Castine and Islesboro route through the summer and early fall, making two round trips daily from June 15 to September 24. In October, the latter was changed to the Bangor and Rockland route, and the Golden-Rod put on the Castine route. The latter was afterwards succeeded by the Electa. Early in the season the Emmeline made tri-weekly trips between Bucksport and Rockland, but during the summer was kept in Belfast and used as an excursion boat, except during the Northport Camp-Meetings, when she made regular trips between Belfast and the camp-grounds. She afterwards ran on several routes from Swan's Island, coming to Belfast Mondays and re- turning Tuesdays.
1895. During the summer, the City of Bangor went up the river thrice each week, and left Bangor the same days. The Pe- nobscot and Lewiston maintained their usual service. Early in the season the Rockland resumed her daily round trips. In June, the Katahdin, which had run from May 19, 1863, to June 18, 1894, was condemned as unseaworthy. She was built at a cost of $250,000, in 1862-63, being then regarded as an elaborate and elegant boat. Her first commander was Captain Charles B. Sanford. His successors were Captains Henry S. Rich, John P. Johnson, William R. Roix, C. Frank Homer, Marcus R. Peirce, now of the Penobscot, and Otis Ingraham, of the City of Bangor. All except Captains Peirce and Ingraham are dead. During the spring, the Viking commenced running between Rockland and Bangor, on alternate days. The Florence went twice weekly to Mount Desert. The Emmeline ran on a Bangor and Rockland line, three trips per week, early in the season, was off during the summer and started again in the fall, making round trips daily
202
HISTORY OF BELFAST
between Rockland and Bucksport. The M. and M. started on a route between Camden and Bangor early in the fall, but made only a few trips.
1896. Service to and from Boston was given by the City of Bangor and Penobscot, which, during the summer season, made six round trips weekly, arriving at Belfast from Boston in the morning, and returning at five o'clock in the afternoon. Between Bangor and Rockland, no small boat ran until the fall, when the Roekland made tri-weekly trips. In November, the Castine was sold to the Coombs Brothers of Islesboro, who continued her on the eastern route. Captain C. W. Smallidge, her former mas- ter, chartered the Florence, and ran her on the same time-table, to and from Castine.
1897. During the busy season, the City of Bangor and Penob- scot made six round trips weekly. Their company opened a new route this year, running the steamer Rockland daily between Belfast and Brooklin, touching at intermediate landings. She left Belfast on arrival of the morning boat from Boston and re- turned in season to connect with the afternoon boat to Boston. During the early part of the year there were two steamers on the Belfast, Islesboro, and Castine line, the Silver Star and Cas- tine. The latter withdrew in July. She afterwards was on a route between Belfast and Rockland, via Castine, Brooksville, and Islesboro. She received a new engine during the year. The steamer M. and M. started this season on a route from Bucks- port to Camden, making the round trip daily, and did a good business during the summer.
1898. The arrangement of the Boston and Bangor steamers remained unchanged. In September, the M. and M. was with- drawn from the Bucksport and Camden route; the Tremont taking her place. Throughout the year Captain Smallidge con- tinued the Silver Star to and from Brooksville. The Castine was upon the same route until early summer, when she exchanged it for the excursion business. From June to November, the Coast Navigation Company placed the steamer Salacia, Captain O. C. Oliver, on a route between Portland and Bangor. She made two round trips per week, and during the summer made both trips wholly in the daytime. In August, the Metropolitan Steamship Company put on the Pentagoet, Captain Cates, as a freight boat between New York and Bangor, making one round
209
STEAMBOATS AND STEAMBOAT NAVIGATION
trip per week. Captain Cates was afterwards succeeded by Cap- tain Orrin Ingraham, of Rockland. She passed Highland Light, Cape Cod, on her way east, the forenoon of November 26, and was never seen afterwards. She no doubt foundered in the gale of the 26th and 27th. It was in this gale also that the Steamer Portland, Captain Hollis Blanchard, formerly of Belfast, foun- dered at sea with all on board. The Kanawha made one round trip early in December, going to Eastport via the Penobscot Bay route. She was of about 650 tons, and was built in Boston for Mobile parties in 1881. In October, the Lewiston was sold at auction for $1300.
1899. On the Boston and Bangor route were continued the City of Bangor and Penobscot; on that to Castine, the Silver Star, and between Bucksport and Bangor the M. and M., which had received an additional length of twenty-two feet; all running as in previous years. During the summer, the Castine did service as an excursion boat. On October, Fred William Pote, who had been steward of the City of Bangor, resumed his posi- tion as Belfast agent of the Bangor and Boston line. The Metro- politan line between New York and Bangor, which the loss of the Pentagoet in the gale of November 26-27, 1898, suspended, was resumed in March, with the steamer H. E. Runnels, 1014 tons. She made but one trip.
1900. The Boston and Bangor steamers ran as usual, the City of Bangor and Penobscot making six trips per week during the summer. Captain Marcus Peirce, of the Penobscot, resigned, and Captain William A. Roix1 was appointed to the command of that boat. The M. and M. on the Bucksport and Camden line, and the Silver Star on the Brooksville, Castine, Islesboro, and Belfast line, each did a good business during the year. The Castine continued as an excursion boat, and had a busy season. She and the Silver Star brought a number of trading excur- sions from Castine and Islesboro, all largely patronized. The Tremont began on a route from Bucksport to Seal Harbor, via Belfast and Castine, in January, but suspended after a few trips.
1 Captain William Augustus Roix was a son of the Captain William Rich- ard Roix mentioned on pp. 196, 198, and 201.
204
HISTORY OF BELFAST
PRINCIPAL DIMENSIONS, ETC., OF SOME OF THE MORE IMPORTANT STEAMERS MENTIONED IN [THE TEXT
Name
Gross tonnage
Length (ft.)
Horse- power
When built
Where built
Home port
Katahdin
1234
241
1000
1863
New York, N. Y.
Boston
Cambridge
1337
248
300
1867
New York, N. Y.
Boston
City of Richmond
939
227
350
1865
Athens, N. Y.
Boston
Lewiston
1127
234
900
1856
New York, N. Y.
Boston
Daniel Webster
910
500
1853
Bath
Bath
Penobscot
1414
255
1882
Boston
Boston
City of Bangor
1661
277
1600
1894
Boston
Boston
City of Rockland
1696
274
1600
1901
E. Boston
Bath
Camden 1
2153
320
4000
1907
Bath
Bath
M. & M.
34
75
1886
Thomaston
Thomaston
Belfast 1
2157
320
4000
1909
Bath
Bath
Pioneer
103
92
1864
Portsmouth, N. H.
Rockland
Little Buttercup
14
40
12
1881
Bangor
Bangor
Mount Desert
457
162
428
1879
Bath
Rockland
Florence
39
63
30
1882
Brewer
Bangor
Castine
69
71
20
1889
Brewer
Belfast
May Field
48
73
30
1875
Brewer
Vinalhaven
Silver Star
75
73
40
1886
Brewer
Belfast
Electa
54
64
35
1882
Bangor
Bangor
Golden-Rod
71
75
50
1893
Brewer
Bangor
Lucy P. Miller
553
152
250
1878
Philadelphia
Tampa, Fla.
May Queen
53
76
30
1877
Belfast
Belfast
Mary Morgan
409
166
150
1878
Pittsburg
Mobile, Ala.
Pentagoet, formerly
Revenue Cutter
George M. Bibb.
332
128
250
1864
Philadelphia
Eastport
1 Built for the Bangor Division Eastern Steamship Co., and at present (1912) on that route.
The following paragraph is from a note written by Robie Gale Frye, Esq., of the Boston Custom-House, who has aided in compiling the above list: "Then there were also, the old 'Pioneer,' hailing at the time from Vinalhaven, speed (estimated) about five miles per hour (unless against the wind), which plied across the bay, and among the islands: and the William Tibbitts, which excited interest the first time she entered our waters, because she was an 'iron' vessel, and a 'propeller.' She ran on the Boston and Bangor line (the Sanford Line in those days). The first time in my memory Belfast Bay froze, in 1875 or thereabouts, I used to go down with the boys to see her 'ram' the ice."
STEAMER CITY OF ROCKLAND, BUILT 1901, LEAVING BELFAST WHARF
1
SHIP NORTHERN CHIEF OF 1136 TONS. BUILT, BELFAST, 1852
CHAPTER XXX
RAILROAD AND RAILWAY PROJECTS
Belfast and Moosehead Lake Branch - Officers - Train Arrangements -
Waldo Station established - Improvements - Standard Time - Spur Track to Oak Hill - Penobscot Bay and River Railroad - Belfast Street Railway Incorporated - Waldo Street Railroad Company.
A N account of the financial condition of the Belfast and Moosehead Lake Railroad is given in the chapter upon Municipal Affairs. In 1875, the directors of the road were Charles Bellows Hazeltine, John Warren White, Daniel Faunce, William McGilvery, William McGray Woods, Josiah Mitchell, Philo Hersey, Edward Johnson, Jonathan Garland Dickerson. The succession of officers is as follows: Presidents: Charles Bel- lows Hazeltine, 1874-95, and from 1897 until his death, 1907, Edgar Filmore Hanson, 1895-96. Clerks: John Haraden Quimby, 1874-95, and from 1897 to his death in 1899; James Pattee, 1895-96; William Henry Quimby, from 1899. Belfast station agents : 1875-77, H. H. Adams; 1878, G. L. Foss; 1878-79, J. S. Little; 1879-97, Frank E. Crowley; 1897, Lewis W. George, the present incumbent. John Atwell Mace was conductor until the summer of 1893; since December 28 of that year, Jere Sullivan, who, as baggage-master and freight conductor, has been em- ployed on the road since its completion in 1870. (1900.)
In 1875, trains left Belfast at 8 o'clock A.M., and 3.30 P.M .; returning at noon and at 7.35 evening. This service was sub- stantially continued until August 23, 1886, when a night train was added, leaving Belfast at 7.55 P.M. and arriving at 5.20 A.M. The fare to Boston was fixed at $5, or $9 for a round trip limited ticket. The night trains were discontinued September 15, 1887, and restored from October, 1890, to May, 1891. Since the last date the arrangements have been as at present. (1900.)
1877. A station at Littlefield's Crossing, in Waldo, was estab- lished.
1879, June. A hard-pine bridge was built at City Point.
1882. A solid embankment with a stone sea wall and tidal
206
HISTORY OF BELFAST
culvert took the place of the piling between the station and the Lower Bridge.
1883, November 18. Standard time was first adopted in run- ning trains.
1887. Improvements on the Belfast station were made, in- cluding a long covered platform.
1888, November. The city requested the erection of gates at the crossings of both bridges. This was done at the Lower Bridge.
1890. One thousand feet of side track were built just above the Lower Bridge.
1891. A new freight house, 140 by 25 feet, was erected.
1892. Car scales and a coal shed were built.
1893. The line was laid with steel rails, and a smoking-car first added to the trains. New station depots were erected at Burnham and Brooks.
1894. The Oak Hill quarry spur track was completed. The rails were removed in 1899.
1900. A reduction of some twenty per cent in fares took place.
In 1875, the corporation known as the Penobscot Bay and River Railroad asked the Legislature to renew its charter, with a right to cross Belfast River at any point desired. A large delegation of citizens went to Augusta and opposed the applica- tion, which was refused.
PROJECTED STREET RAILWAYS
In March, 1891, Robert Franklin Peirce and others organized the Belfast Street Railway Company, for building an electric road three and one half miles long from Belfast to Northport Camp-Ground. The route was surveyed, and its location down Church Street and Northport Avenue allowed by the city of Belfast, and approved by the Railroad Commissioners.
The Legislature in 1891 incorporated the Waldo Street Rail- road Company, with a capital of $500,000, and with authority to construct a railroad operated by electric or animal power from Stockton Springs to Camden. The road was organized in May. In 1893, the charter was amended by conferring a right to cross Belfast Bay or Harbor, by a bridge at any place above Lane's Wharf. Four years after, another amendment authorized the bridge to be of sufficient width for teams, foot passengers, and
207
RAILROAD AND RAILWAY PROJECTS
the railway tracks of the corporation. In 1899, the time within which the corporation was required by general law actually to commence business was extended to March 27, 1901, and it was authorized to cease running its cars, either by electricity or ani- mał power, during such portion of the winter months as it may be impracticable to operate said railroad on account of snow. An application for a second company, to be called The Searsport and Northport Railway, was rejected by the Legislature of 1891.
In 1900, the chartered rights of the Waldo Street Railroad Company were conditionally transferred to Mr. Harry L. Kocher- sperger, of Chicago, who agreed that a road should be completed by June, 1901. Nothing resulted from this undertaking.
CHAPTER XXXI
TELEGRAPHS, TELEPHONES, EXPRESSES, BICYCLES AND AUTOMOBILES
Western Union Telegraph Company - Operators - Mutual Union Company - Line to Liberty - First Telephone - Long-Distance Circuit - Cable laid to Islesboro - Managers - Expresses, Eastern and American - Boston and Bangor - Agents and Messengers - Bicycles - Automobiles.
TELEGRAPHS
IITHE line of the Western Union Telegraph Company was the only one in Belfast at the beginning of 1875. In December, 1881, Miss M. Adelaide Pillsbury, after twelve years of constant service as operator, exchanged her position for one in Boston. Miss Frances B. Field, from Farmington, filled her place until October, 1885, and was succeeded by Mrs. Olive Etta Staples, now Mrs. Olive Etta Clay. In December, of the latter year, the office was removed from the City Block to its present location in Howes's Block, at the corner of Main and High streets. Its first quarters were in the old building on the same site. In 1886, to avoid snow-slides, the wires were partially removed from Main and High streets to Washington and Bridge streets.
In 1877, a line was built to Burnham, following the railroad track. In 1891, the Islesboro, Northport and Belfast Telegraph Company, with a capital of $50,000, was incorporated and or- ganized, W. S. Pendleton, President.
Late in 1881, the Mutual Union Telegraph Company, with a line between Portland and Bangor, was established. The Belfast office was in the Masonic Temple, in the room now occupied by the People's National Bank, Mrs Horace Eugene McDonald being the operator. Five years after, the line was leased to the Western Union Company, and the office closed. The wires ran to Portland by the way of Liberty.
On the 20th of November, 1881, an independent line to Lib- erty was opened by the Liberty and Belfast Telegraph Com- pany. The office was in that of the Western Union Company.
209
TELEPHONES - EXPRESSES
TELEPIIONES
The first known telephone line in America connected Boston and Somerville in 1877. During that year a telephone exchange was established in Boston.
The earliest telephone in Belfast was an acoustic one, con- structed in the fall of 1878 by Fred Titcomb Chase and Hartwell Leon Woodcock, the wire running between the stores on Main Street in which they were clerks. In the summer of 1883, public communication with Rockland, Bangor, and other places in Maine was established by the New England Telephone and Telegraph Company. The Belfast office was first in Horace Eugene Mac- Donald's store, in Masonic Temple, and since on Main, opposite Washington Street. Miss Ida M. Burgess became superinten- dent in June, 1884, and continues as such at present (1900). During that year, a local exchange was established, and several business houses and hotels connected. Some local wires had al- ready been maintained. A wire was also run to Northport Camp- Ground. A new line to Augusta was completed May 7, 1885. In January, 1887, a cable of this line made connection with White Head. In 1894, the long-distance circuit was inaugurated. On the 23d of April, 1898, the New England Telephone and Telegraph Company laid a cable measuring nine thousand feet, or a little less than a mile and three fourths, from Sandy Point, Saturday Cove, Northport, to Islesboro.
In 1900, improved facilities were furnished, including Sunday and night service. The force of the office was increased, and con- sisted of Miss Ida M. Burgess, manager; Ralph B. Stickney and Miss Martha M. Pendleton, assistants.
EXPRESSES
At the commencement of 1875, the Eastern Express was the principal express company operating in Belfast, employing mes- sengers on the outside steamers and on the railroad trains. Its consolidation with the American Express Company took place in October, 1879. Frank A. Gilkey continued as local agent for both companies from 1875 to his death in January, 1900. His successor was George A. Dunning, of Bangor, the present incum- bent. Up to October, 1898, the office was in Williamson's Block, High Street; want of room then compelled its removal to its
210
HISTORY OF BELFAST
present quarters on Main Street. Captain Ephraim E. Pendle- ton acted as railroad messenger from 1872 to 1898, when he re- signed for a less arduous position. During his long service, not a dollar in money, or a piece of express matter entrusted to him was lost. L. D. Candage, of Rockland, took his place.
The Boston and Bangor Express Company ran on the large steamers in 1882, Elmer Irving Rankin being its first Belfast agent. In April, 1883, it united with the International Express Company, which was represented in Belfast by Charles M. Carter; Mr. Rankin going as messenger on the steamer Penob- scot.
BICYCLES
"The first genuine bicycles ever seen in this city," says the Belfast "Republican Journal" of November 7, 1879, " were pro- cured by Robert Franklin Peirce, who is about to open a riding school in Peirce's Hall. The bicycle in its developed form is, as every one knows, far superior to the velocipede of eight or ten years ago. The main wheel is very large, but is exceedingly light, the spokes being made of steel wire; the tire of solid rubber, so that the inequalities of the road shall not be too sensibly felt by the rider; the smaller wheel is diminutive and looks quite out of pro- portion to the other; the seat is perched almost directly over the large wheel. It is possible that the bicycle may make a revolution in methods of individual locomotion, as it can be used even on rough country roads, and a good rate of speed maintained. Under fair conditions a bicycle rider can easily outstrip a horse."
In 1881, the Bicycle Club was formed in Belfast, with twenty- six members; George Tilden Read was President. Six years later, the "Republican Journal" remarked, "We have now eleven cyclers in the city. They had their wheels out last week exer- cising on the bridge."
AUTOMOBILES
The first automobile to be seen in Belfast appeared July 25, 1900. The owner, C. W. Hussey, came from Waterville, forty miles, in less than two hours. After riding about the streets, he went to the Northport Camp-Ground, the distance of four miles being made in fifteen minutes.
The first automobile to be owned in Belfast was a Grout
211
AUTOMOBILES
steamer, made in Orange, Massachusetts, expressly for William Henry Quimby, Esq. It was shipped to Portland, in the fall of 1900. Mr. Quimby met it there, and in company with an experi- enced man from the factory, started to drive it over the roads to Belfast. This trip, now often made by automobiles in a few hours, occupied two days, and Mr. Quimby's descriptions of its vicissitudes and hairbreadth escapes would furnish an amusing and instructive chapter for a work on the development of the auto- mobile and the history of this means of locomotion. The Grout, proving unsatisfactory, remained in town only long enough to be put on the train and shipped back to its manufacturers. The next season Mr. Quimby purchased a Stanley steam automobile, and drove it about the Belfast streets in the spring of 1901. Its appearance was awaited with much comment and apprehension on the part of many of the citizens, and lovers of the horse pre- dieted that it would soon be unsafe to drive behind that animal on the streets or country roads. As a matter of fact, it was dur- ing the first seasons a common practice for the drivers of auto- mobiles, when approaching horses, to run the car to one side, stop the motor, get out, and render all possible assistance in lead- ing the frightened animals past these "terrifying," self-propelled vehicles.
CHAPTER XXXII
FINANCIAL INSTITUTIONS
Belfast National Bank - Banking House - Resignation of Albion H. Brad- bury as Cashier - New Vault - Financial Condition in 1900 - Officers - Savings Bank - Improvements in Bank Building - Death of John Haraden Quimby, its Treasurer - Financial Statement - Trustees - People's National Bank - Officers - Death of Lewis Allen Knowlton, President - Financial Condition in 1900 - Belfast Loan and Building Association - Officers - Financial Condition in 1900.
BELFAST NATIONAL BANK
[THE death of Hon. James Patterson White, March 29, 1879, 1 left a vacancy in the office of the president of the Belfast National Bank, which the directors filled by the choice of Daniel Haraden, the oldest member of the board. Mr. Haraden de- elined, and Dr. John George Brooks was elected.
In June, 1879, the rooms in the Johnson Block, which had been occupied by the Bank since 1857, were exchanged for more com- modious quarters in the present banking house. This building, then about half the present size, was erected in 1878-79. Its form was that of an irregular triangle, measuring twenty-nine feet on Main Street, thirty-eight feet on Beaver Street, and ninc feet fronting Custom-House Square. The architect was George M. Harding, of Boston, and the master-builder was Israel Wood Parker, of Belfast.
In 1885, the bank having complied with all the provisions of law enabling the national banking associations to extend their corporate existence, its succession until February 20, 1905, was authorized.
In 1891, larger accommodations for the increasing business of the bank being required, the adjoining estate on Main Street was purchased, and the banking house extended to its present proportions.
On the 1st of July, 1893, Mr. Albion H. Bradbury, who had been cashier since 1859, resigned. His faithfulness to every trust reposed in him and his strict integrity during his service of over thirty-three years command the highest respect in the
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Lose
BELFAST NATIONAL BANK. ERECTED 1878
BELFAST NATIONAL BANK, SHOWING ODD FELLOWS' BLOCK, ERECTED 1888.
213
FINANCIAL INSTITUTIONS
community where his whole life has been passed. The successor of Mr. Bradbury was Clement Wescott Wescott, of Knox, who had been for some time employed in the bank. Herbert Tobey Field was appointed assistant cashier, and Wilmer Judson Dor- man, bookkeeper.
In 1896-97, a vault of the latest design, weighing about fifty tons, was placed in the bank building, and a general renovation of the banking rooms took place.
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