USA > Maine > Waldo County > Stockton Springs > The story of Stockton Springs, Maine > Part 13
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Miss Ethel Colcord solicited funds from the Community for a church service flag for a memoriam to those who had served our country. The flag was dedicated at the morning service of the Universalist Church, December 24, 1944. Rev. Harriet Robinson preached the dedication sermon.
The Stockton Springs Extension Group worked for two years to obtain funds to buy and erect a suitable war memorial. The members of that group who served on the War Memorial Com- mittee were: Mrs. Preston L. Nutting, Mrs. Albert West, Mrs. Bert Bowden, and Mrs. George Varney. March 13, 1950, the
* Lost in action.
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sum of $150 was raised in town meeting to assist in this project. The bronze plaque bearing the names of all service men and women who served in World War 2 was purchased with the funds raised. It was mounted on a native granite rock which was donated by Irving Harris. This rock had stood many years on the property owned by Mr. Harris. Legend states that this rock was used as a ceremonial rock by the early Indians.
The Memorial was dedicated May 30, 1951. The principal speaker at the dedication was Congressman Charles Nelson. The American Legion department vice-commander, James Day also spoke. After his address Commander Day escorted Mrs. Hollis Black who laid a wreath on the memorial as the repre- sentative of the Gold Star Mothers.
Other Gold Star Mothers who were present were: Mrs. Elmer B. Arnold, Mrs. Robert Nickerson, Mrs. Julia Harry and Mrs. Dorothy Staples of Belfast.
The rock bearing the plaque was moved from the Harris farm and erected in front of the Masonic Block by the members of the Jerry W. Dobbins Post American Legion.
The impressive dedication services were conducted by the local Extension Group and the Jerry W. Dobbins Post, under the direction of Commander George Ross, assisted by the National Guard firing squad of Battery B, Belfast; members of the Frank D. Hazeltine Post and Auxiliary of Belfast; and members of the Bucksport Legion and Auxiliary. The Maine Maritime Band from Castine furnished the music.
The speakers were introduced by the local post commander, George Ross. Mrs. Preston L. Nutting, chairman of the farm bureau project, presented the Memorial and placed a wreath at its base. Walter F. Trundy, town clerk, accepted the me- morial, and placed a wreath upon it. Mr. Trundy read a citation of bravery for the late Pfc. Philip Nickerson, one of the ten local men who lost their lives in World War 2.
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Mrs. George Varney, chairman of the local farm bureau, presented a scroll bearing the names of those who served in the Merchant Marine, also a United Nations Flag. These are on display at the local school. Ensign Irving Parsons accepted the scroll and flag and spoke briefly.
The parade was led by the local Legion Commander, George Ross. He was assisted by Sewell White who acted as Marshal and Col. Eugene Johnson.
The prayers were offered by Rev. George Hinkel and the chaplain of the local post, Weldon Stiles. Dr. Roswell P. Bates of Orono represented Governor Frederick G. Payne and con- veyed the Governor's greetings. Col. Donald A. Young of Stockton was an honored guest.
Members of the Jerry W. Dobbins Post, American Legion, who took part in the ceremonies were: color bearers, Edward Marshall and Richard Gardner; color guards, Richard Harri- man and George Tsetsilas; sergeant-at-arms, Robert York; firing squad, William Murphy, Herbert Barrett, Paul Shaver, Arlan Bradstreet and Ray Webb.
Since the close of World War 2, many other young men and women of Stockton have served, or are now serving, in the armed forces of the United States.
One soldier from Stockton, Capt. Franklin Paul Revere Patterson, had the honor of hearing Lincoln's Gettysburg Address. Capt. Patterson had been wounded in the Civil War and was in a hospital in York, Virginia. He was sent as a representative of the wounded soldiers in that hospital to the ceremonies at Gettysburg.'
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CHAPTER IX The Railroad
When shipping and ship-building declined, prosperity in Stockton decreased and the population dwindled. Business men moved on to more prosperous communities and the young people sought employment elsewhere. The summer colonies were the only outside source of income. There seemed little hope of new business in the town as industries wanted a rail- road in any community where they established a business.
Miss Hichborn says: "Realizing the town's necessity for rail communication with the outside centers of business, Hon. N. G. Hichborn, after strenuous efforts, (encountering per- sistent opposition from the Maine Central Railroad, which determined to frustrate any plans looking toward any com- peting line, in the eastern section of the state) secured a charter for the Penobscot Bay and River Railroad in 1869 and after actively opposing the efforts of the Maine Central Railroad to obtain a charter for the so called Webb's Ledge Railroad, for four years, before the Legislature, (a mere dodge, on the part of the Maine Central Railroad, to prevent capitalists from in- vesting in the already chartered Penobscot Bay and River line; he saw the organization of the railroad company, and was him- self unanimously elected president of the fairly launched Penobscot Bay and River Railroad Co. The line extended from Bangor to Rockland, sixty miles, and formed the connect- ing link with the Knox and Lincoln road, between the European and North American, and the Boston and Maine lines. In 1873, the route was surveyed; and in the early autumn of 1874 (the towns along the proposed line having voted to take stock, and various individuals having offered contributions) the building was put under contract with New York capitalists,
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who wrote Mr. Hichborn under the date of November 21, 1874, 'We shall break ground on the railroad before the New Year.' Alas! the day that Mr. Hichborn received the letter, he was seized with the fatal illness, which robbed this project of its moving power, in its president's death, November 30, 1874. Capt. William McGilvery of Searsport was elected his suc- cessor but he died in March 1876. P. J. Carleton of Rockport was elected by the Directors as the next president; but nothing was attempted toward carrying to completion the early plans; and eventually the charter lapsed. Stockton mourned this bitter disappointment, long and sincerely, particularly after the absolute decadence of ship-building within her boundaries."
October 26, 1870, the town voted to loan its bonds to the Penobscot Bay and River Railroad Company to the amount of $80,000. March 29, 1873, the town voted a town note for this company for the amount of $30,000. This vote was rescinded March 1, 1876.
Again quoting from Miss Hichborn:
"In the autumn of 1874, Hon. N. G. Hichborn, prominent as a shipbuilder, (president of "The Maine Shipbuilding As- sociation at the time of his decease) an educator, (trustee of Westbrook Seminary, Portland, and of the Universalist Pub- lishing House, Boston) a temperance advocate and an active Republican, succumbed to a short, severe illness, leaving upon the stocks a large vessel-number forty-three upon his list of 'deep-sea sailors'-to be launched under another's super- vision. His death at fifty-six seemed most untimely. 'An ir- reparable loss to his town and state', said a Searsport neighbor, at his funeral, which was attended by a large concourse of people.
Nathan Hichborn had served in the House of Represent- atives; in the State Senate; and as State Treasurer from 1865- 1868.
In the early nineteen hundreds the business outlook in Stock- ton became more optimistic and most people looked forward
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to a period of renewed prosperity. The reason for this opti- mistic view was the building of the Northern Seaport Railroad.
John P. Reynolds of Boston came to Stockton in December 1903 to inspect the shore fronts of Stockton and Searsport for the Bangor and Aroostook Railroad. He appointed Albert M. Ames and Simeon Merrithew as his agents. They bonded as many of the small farms on the harbor side of Cape Jellison and the Park Shore as possible. The bonds were binding until April 1904. In April 1904, Mr. Reynolds returned to Stockton and purchased the bonded property. Cash was paid, for all property purchased, to the amount of one hundred and twenty thousand dollars. A charter to build the purposed railroad was granted to the Bangor and Aroostook Railroad November 9, 1904. By December 15, Moses Burpee, chief engineer of the Bangor and Aroostook Railroad was in town to inspect the harbor facilities and to select sites for the piers. His surveyors laid out the purposed line from LaGrange to Searsport. As soon as their work was finished, boarding houses were built to house the workmen. Crews of Italian workmen were set to work and they cut a swath through the forest to clear a way for the rails.
In January, Wingate Cram, president of the B. & A., and twenty associates bought Sears Island. The Island was con- sidered as a site for the piers but Cape Jellison was chosen. Later, it was planned to use Sears Island as a summer resort to which excursions could be run during the summer from northern Maine. This plan was never carried out; but in June 1907, the B. & A. opened a pavilion at Penobscot Park. Shore dinners were served there. Other amusements were bathing, boating and dancing. The dances became quite famous. Trips were run from the Park to Cape Jellison by steam ferry.
The contractor, Mr. Spellman, and E. W. Carlton, wharf builder, began actual labor on the wharf January 30, 1905. Snow was on the ground when the work started and the frozen earth had to be dynamited before the steam shovel could re- move the dirt.
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Mr. Carlton brought with him the steam lighter, Sagahoc, two small tugs, a naptha launch and a crew of thirty men. Two vessels, the Reliance and the Leviathan, were added to the "fleet." They were used to carry ties, rails, stringers and other building materials. They ran daily between Bucksport and Cape Jellison. February 12, the ice breaker had to be called to cut a passage through the ice for these vessels.
In February, Mr. Spellman was having his donkey engine transported across the river by a team. The team tried to cross the river near the ferry line in Winterport. The ice was weaker than estimated and the team broke through. The donkey engine went to the bottom of the river but on April 22, 1905, the Reliance was able to raise the donkey engine.
The railroad offices were in Colcord Hall but most of the work was done at Cape Jellison.
February 23, 1905, the first pile was driven on the west side of Cape Jellison. By April, under the direction of A. E. Trites, railroad engineer, a large portion of the roadway had been graded and some rails laid. On Wednesday, April 26, 1905, the first locomotive ran from the decks of the Reliance to the rails that had been laid on the part of the wharf that was finished. Later, another engine arrived to haul the construction train. On May 3, the first cargo of heavy steel rails arrived. The railroad passed over or near the sites of the McGilvery, Crooker and Staples shipyards. It ran through the old Staples and Crooker tomb at the foot of Middle Street. (The bodies in this tomb were moved to Mt. Prospect Cemetery).
In November 1905, the Northern Maine Seaport Railroad opened for passenger traffic and general business. G. M. Houghton of Bangor moved to Stockton and became general manager of the railroad. He remained until December 31, 1906, when he was transferred to Bangor to be general pas- senger traffic manager of the railroad. Mr. Houghton was re- placed in Stockton by Charles Calkin of Portland.
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A big tank was constructed north of the Panno field and an artesian well was dug north of the Panno house to provide water for this tank. Another artesian well was dug near the wharves to provide water for the engines and other needs. The railroad yard was thirty acres of the former Denslow field. This yard had six side tracks.
On June 14, 1905, it was decided to build the depot on the land of Capt. Melvin E. Colcord and to build a road from the residence of S. H. West (now owned by Alfred Fayle) to the station. This road had already been surveyed for Capt. Col- cord who had planned to build the road to the shore. The street was built and named Railroad Avenue but is it is now called Station Street. At right angles to this street, other streets were built. One ran from the station to the Mill Road and was called The Alps. Others were Gilmore Avenue and Seaport Avenue-each ran from Station Avenue to School Street. In 1907, Wellesley Avenue was built by C. N. Taylor of Wellesley, Mass. This street ran from East Main Street, north and northwest through a field that was formerly owned by Edward N. Harriman (between the houses now owned by James Griffin and Capt. Frank Butler) to Church Street. This street came out on Church Street near where the Hillside Pa- vilion stands.
At the harbor side of Cape Jellison, three piers were built in 1906, designated as pier No. 1, pier No. 2, and pier No. 3. Pier No. 1 was first 1600 feet in length but it was later extended 150 feet, so its final measurements were 1750 feet. Pier No. 2 was 1100 feet long and pier No. 3 was 1100 feet long and 80 feet wide. This pier was used for the shipment of the potatoes. In the vicinity of the potato house a crib bulkhead was built that was 250 feet long and 21 feet wide. This bulkhead was ballasted with rocks and a large area was filled in which in- creased the area of the terminals. James F. Spellman, who built most of the piers, planted about 35,000 trees in the area.
The potato shed was built by contractor, John G. Chadwick of Houlton for the Carter and Corey Co. The great structure
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was 600 feet in length and 125 feet wide. The outside of the building was covered with three-ply asbestos on the walls and four-ply asbestos on the roof. Inside air spaces were insulated with hair insulation materials to insure warmth. There were six ventilators in the roof, six feet square, for good ventilation. The interior of the potato shed was divided into 200 frost-proof bins, each holding 1,200 barrels-making a total capacity of 240,000 barrels. The bins were braced with iron rods to pre- vent bulging. It was the biggest potato storage plant in the world at that time.
The potatoes were brought from Aroostook by train, un- loaded from the cars, and stored in bins. Later they were loaded by machinery into the ships. Electric conveyors were used to handle the potatoes. Twenty carloads could be un- loaded and deposited in the bins in ten hours.
The cars were on the west side of the potato house. When the cars were ready for unloading, a false bottom was placed in the car between the doors. Underneath the false bottom was a belt which carried the potatoes to a large bin which held a ton of potatoes. The potatoes were shoveled through the false bottom on to this belt. The box was taken into the aisles on the west side of the potato house. Four electric hoists ran on eye-beams overhead and they raised the filled box to any de- sired height; took it to any aisle; and stopped at any desired bin. There the box was tripped; the potatoes fell into a hopper, which, by a system of belts, raised the potatoes and carried them on to another belt. The second belt led into the bins and de- posited the potatoes without bruising them. This belt could be set at any angle, which accomodated itself to any desired height as the bins filled.
The potatoes were taken from the bins through the bottom of the bin, where they fell on to a belt driven by electric power. The belt extended about six feet in the aisles. The sorting or racking was done on the belt which could be run at any desired speed. When the potatoes reached the end of the belt, they fell into bags which were on a scale that worked automatically.
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The flow of the potatoes automatically stopped when the desired weight was reached. Then the bags were sewed and taken to the storage room where they were hoisted into piles, ready for shipment. They were transferred from the storage room to the vessels by a platform carrier. The platform carrier was built even with the floor of the storage house. It was about three feet wide and six hundred feet long. It was run by electric power and extended onto a wharf eighty feet wide and one thousand, one hundred feet long. At the end of the carrier there was a short carrier, running at right angles. The short carrier extended into the side port of the ship and deposited the potatoes into the hold, without handling, at the rate of eleven to fifteen bags to a minute. All of these various carrying devices were operated by a motor generator set which con- sisted of a 45 H. P. induction motor which was directly coupled to a 30 K. W. direct current generator.
Ralph L. Pitcher of Presque Isle was in charge of receiving the potatoes. Mr. Pitcher was one of the superintendents of the Carter and Corey Potato Company. Mr. Flanders was in charge of the shipping.
A power house was erected by the Bangor and Aroostook Railroad at Kidder's Point in Searsport. The building was built of brick and concrete and was fireproof. It was 40 x 90 feet in size and 20 feet posted. It had engine, boiler and coal rooms. The chimney was of buff radial brick. It was 95 feet high with a 4} feet flue. The roof and floors were made of concrete and steel. The building was built by the contractor, W. N. Sawyer of Bangor.
In the boiler room there were two horizontal tubular boilers, 125 H. P. each. The boilers were made by Hodge Boiler Works of Boston. In the boiler room there was space for two ad- ditional boilers of double the capacity of those installed. The boilers and plumbing were installed by E. F. Kelley and Son of Bangor.
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The engine room measured 40 x 20 feet, was high posted and well lighted. Power was furnished by a high speed Flem- ming engine made by the Harrisburg Foundry and Machine Company of Harrisburg, Pa. This engine was directly coupled to an alternating current generator and exciter built by the General Electric Company of Schenectady, N. Y. The gen- erator was of 150 kilowatts. Other electrical equipment in- cluded a 2,300 volt, three-phase alternator; two-panel switch- boards; feed pumps; heater; etc. The electrical equipment was installed by C. E. Cole of Bangor, under the supervision of M. H. Rideout, a Bangor electrician.
The switchboards were marble and had on them all the nec- essary instruments and meters for controlling the various lines and currents.
The coal bunker was 40 x 20 feet and occupied the southern end of the building. A spur track brought the cars of coal close up behind the power house, where the load was thrown into a bin-shute and carried by an elevator to the top of the building. From there it was delivered by carrier to different places as needed. The handling of the coal was all done by electric machinery.
The plant supplied electricity for about one hundred arc lights which illuminated the terminals at Cape Jellison, Kid- der's Point and Mack's Point. The power lines were number 2, hard-drawn copper. The current was a three-phased, 60 cycle, 2,300 volt current. At proper points on the lines trans- formers were located where the current was reduced and made suitable for use in operating the lights and motors. With the exception of the high potential wires, the wires at all the wharves and in all of the buildings were run under the wharves.
This plant was torn down several years ago and the Summers Fertilizer Plant in Searsport was built on the site.
In 1907, the Millinocket Paper Company had a warehouse at the end of pier 2 on Cape Jellison. In April, 1907, the ware- house of the Great Northern Paper Company at pier 2 was
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finished. The building was 240 x 90 feet. In May, 1910, this paper house was taken down and re-erected on pier 3, The size was increased to 480 x 40 feet.
Business flourished at the Big Docks. Cargoes that were brought in to the docks were: coal, fertilizer, bricks, and ce- ment. Cargoes that were shipped were: lumber, paper, po- tatoes and shooks. Ships arrived or sailed almost every day. One week there were twenty schooners and one steamer at these docks. Due to this increase in the shipping business, a shipping commissioner was appointed to this town. In 1908, Albert M. Ames was appointed to that position.
A great boom was expected from the railroad both for Stock- ton and Searsport. Stockton Springs was referred to in one newspaper as the future city of Maine. Those who believed in the boom used these arguments: 1. These towns possessed the best harbor to be found on the Maine coast. 2. They were well known as summer resorts. 3. Delightful views. 4. Cooling breezes. 5. The two towns had a superior location-situated at the mouth of the Penobscot River (all craft carrying passen- gers and freight into Eastern Maine had to pass up and down by these towns). 6. These towns stood in a very adaptable place for carrying on great trade. They would act as great distributing points for much of the commodities that were intended for the interior of the state. The people who did not believe in the boom used these arguments: 1. These towns had no wood to be cut for miles. 2. There were no water power privileges. 3. These towns had no natural resources.
Many people thought that the trolley lines at Bangor would be extended to Winterport then down to Stockton Springs.
One flourishing business always inspires others to start more business-so it was in this case. Several business ventures sprang up and flourished for a few years. For awhile it was prosperous around Stockton.
Two hotels and a boarding house were built at Cape Jellison in 1906. The hotel was the Ashley House and was managed by
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Robert Cassidy. The Cape Jellison House was managed by R. P. Green and Sons.
Business at the "Big Dock" and in the community flourished for several years; then it gradually decreased; and after a few years of decline the docks lay idle except for an occasional vessel that used the docks as a mooring.
There were several reasons for the decline of the shipping business here. A few of them were: Timber became scarce that had been used for lumber, shooks, and building materials; the potato business in Aroostook went into a slump; the rail- roads were used more and more for shipping freight; and more fertilizer plants were built in this vicinity which cut down the importation of fertilizers by vessel.
As the business declined, the population decreased because many people moved to where work was more plentiful, and to where business opportunities were more favorable. The town went into a dormant stage until the days of World War I, when shipping was resumed and prosperity was resorted for a few years. Following the war, business declined again and has never been revived.
The Cape Jellison docks burned November 8, 1924.
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CHAPTER X Business
The first business establishments in town were in the village of Sandy Point. There were eight stores in Sandy Point in the early days. They were: Mark Ginn's Supply Store; the B. F. Rice Grocery Store; Colcord and Berry's Store; Patterson's Store; Daggett's Store; Alexander Black's Store; Stowers and Staples Store; and Spinney's Store. Mark Ginn's Store stood on the corner opposite the cottage now owned by Mrs. Delmont Dunbar. The B. F. Rice Store was in the cottage now owned by Mrs. Helen Gauthier. The store of Colcord and Berry was near their shipyard. (Summers Fertilizer Plant now stands on the site of the shipyard). Patterson's Store was in the house now owned by Mrs. Sumner Chalmers. Daggett's Store was owned by Frank Daggett. It stood at the corner near where Ray Webb's garage is now. About 1891, Mr. Daggett went out of business and rebuilt the store building into a two-apartment house which he rented. The house was torn down later. Alex- ander Black's store stood on the site of Earl Dow's shop. Later the store was moved to Sandy Point village. It is now owned by Harold Perkins. Alexander Black's house was in the house now owned by Earl Dow. Mr. Black had the first tele- phone in town. He had a private line which ran from his house to his store. Later, his store was run by his daughter, Emma Black Eames. Stowers and Staples Store was owned by Na- thaniel Stowers and Levi Staples. Their store stood where Mrs. Lillian Grant's house now stands. Spinney's Store was owned by Bill Spinney. It stood on the Meadow Road near the town line of Stockton and Prospect. Later, Mr. Spinney ran the Stockton-Prospect Cheese Factory at the same site.
Liverston Hall had a blacksmith shop north of where Harold Perkins' store now stands. Mr. Hall did the iron-work for the Stowers and Staples Shipyard.
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There was a carding mill, west of where Mrs. Cora Perkins' house now stands, which was run by William Perkins. His home was the house now owned by Mrs. Alanson Bowden. Later, he sold that house and built part of the house now owned by Ernest Hesse. Mr. Perkins sold his mill to Joseph Grant who ran a sawmill instead of a carding mill. Later, that mill burned and Mr. Grant bought the mill which was owned by Jacob Young. The Jacob Young Mill was in back of the house now owned by Walter Perkins.
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