2022 Hancock-Washington-Penobscot Edition

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Volume 31 | Issue 6 | 2022

Maine’s History Magazine

Hancock~Washington~Penobscot Counties

Blue Hill’s Esther Elizabeth Wood “Town Historian”

15,000 Circulation

George Bucknam Dorr

“Father of Acadia National Park”

Millinocket’s Joe Whalen

Early U.S. tennis champion

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Hancock-Washington-Penobscot Counties

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Inside This Edition

Maine’s History Magazine 3

I t Makes No Never Mind James Nalley

4

Cooper Celebrates 200 Years (reprint from The Quoddy Tides) Karen Holmes

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8

Hancock-Washington-Penobscot Counties

The Blueberry Expedition (excerpt from Salt and Roses by May Davidson) Charles Francis

Publisher

George Bucknam Dorr “Father of Acadia National Park” James Nalley

Editor

15 Bucksport’s Jonathan Buck He sought out a better life on the Penobscot River Brian Swartz 18 Blue Hill’s Esther Elizabeth Wood “Town Historian” James Nalley 22 Connecting Sullivan And Hancock The first bridge built in 1822 Brian Swartz 26 The Genealogy Corner Researching maternal family lines Charles Francis 29 The Return Of Captain Raye A legend of the seas John Raye 34 Enfield Train Robbers’ Nighttime Blunder They let the goods get away Brian Swartz 38 B angor’s Molly Kool The first female licensed ship captain James Nalley 42 The Otis General Store Thriving into the 21st century Michael Warren 46 Maine’s Cold War Memorial Attests to the sacrifices of military personnel Brian Swartz 50 Machias A Two-Newspaper Village In 1860 One pro-Republican and one pro-Democratic Brian Swartz 54 Millinocket’s Joe Whalen Early U.S. tennis champion James Nalley 57 Bangor’s Robert Winslow Gordon Pioneer in recording American folksongs James Nalley

Jim Burch

Dennis Burch

Design & Layout Liana Merdan

Advertising & Sales Dennis Burch Owen Davis Tim Maxfield

Field Representative Don Plante

Subscriptions / Billing Liana Merdan

Contributing Writers Charles Francis Karen Holmes James Nalley

John Raye Brian Swartz Michael Warren

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Front Cover Photo:

Cleaves Tavern with Mr. Berry’s Nash Rambler station wagon in the foreground, ca. 1958. Item # 1977.55.1132.4 from the Carroll Thayer Berry Collection and www.PenobscotMarineMuseum.org All photos in Discover Maine’s Hancock-Washington-Penobscot Counties edition show Maine as it used to be, and many are from local citizens who love this part of Maine.

Photos are also provided from our collaboration with the Maine Historical Society and the Penobscot Marine Museum.

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It Makes No Never Mind

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by James Nalley

ur state, in addition to other iconic symbols, such as lobster and blueberries, is known for its lumber. Regarding the latter, it brings to mind the debate regarding the birthplace of Paul Bunyan. As for this mythical giant and his blue ox, it was advertising copywriter W.B. Laughead who introduced them to the general public through promotional Red River Lumber Company pamphlets in 1914.

However, according to Beth Herman in the Farmers’ Almanac, “With his popularity the subject of discourse among historians, academics, and popular culture pundits, the character of Paul Bunyan may simply be an aggregate of various logging stories.” For example, the popular myths include: “Five storks delivered the over-sized baby to his parents”; “Lake Michigan was dug by Bunyan as a drinking hole for his blue ox”; and “He accidentally created the Grand Canyon when he dragged his axe after a long tiring day.”

Meanwhile, many U.S. states have claimed to be the birthplace of Bunyan and his famed blue ox. First, there is Brainerd, Minnesota. Although there are no official documents to put him in Brainerd, they claim that he is their native son, with a Paul Bunyan theme

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park that opened in 1950. Second, there is Oscoda, Michigan. In November 2006, the state of Michigan gave Oscoda the “Official Home of Paul Bunyan” title, simply because the Oscoda Press published the first Bunyan story in 1906. Third, there is Bemidji, Minnesota. This town claims to have raised Paul Bunyan and much like their counterparts, they have a statue of the man to prove it.

Last but not least, there is Bangor. The residents of Bangor claim that the city is not only the birthplace of the lumber industry, but also that of Bunyan. In fact, Paul Bunyan Day is celebrated on February 12th, his fabled birthdate. Additionally, his statue in front of the Bangor Civic Center is “reputed to be the largest statue of Paul Bunyan in the world.” Designed by J. Normand Martin (1926–2021) and unveiled on February 12, 1959, it is 31feet high, 3,700 pounds, and able to withstand hurricane-force winds of 110 mph. There is also a time capsule in the pedestal that is slated to be opened on his 250th birthday in 2084.

Now, for those who want a bit more history and less folklore, there is the Maine Forest and Logging Museum in Bradley (www.mainforestandlog-

gingmuseum.org). Established in 1960, Leonard’s Mills is the centerpiece of the 1790s living history site, which is home to the only operational water wheel powered, up-and-down sawmill in the state. The museum also includes a period blacksmith shop, a stone dam, a saw pit, a settler’s cottage, smokehouse, etc. The museum is open daily for self-guided tours, and during weekend events, it is staffed by volunteers dressed in period clothes.

On this note, let me close with the following jest: A local bar was so sure that its bartender was the strongest man around that they offered a $1,000 bet.

The bartender would squeeze a lemon until all the juice ran into a glass, and hand the lemon to a patron. Anyone who could squeeze one more drop would win the money. Many people tried, including weightlifters and lumberjacks, but everyone failed. Then, a scrawny man in a suit walked in and said, “I’d like to try.” After the laughter died down, the man took the wrinkled remains of the lemon, clenched his fist, and squeezed out six drops. As the crowd cheered, the bartender asked, “What do you do for a living?” The man replied, “I work for the IRS.”

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Cooper Celebrates 200 Years (Reprint - published on February 21, 2022 in the Quoddy Tides newspaper)

by Karen Holmes

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he Town of Cooper has existed for 200 years as of this February of 2022. The State of Maine incorporated it on February 6, 1822 as the 247th recognized town in Maine. It had formerly been called #15 ED-BPP Township (Eastern Division - Bingham’s Penobscot Purchase) and covered 20,160 acres. It was bounded by the towns of Alexander, Meddybemps, Charlotte, Plantation 14, Township 19 and Crawford. Because of the numerous contributions of resident John Cooper, the town bears his name. John Cooper was a Cooper postmaster, assessor, town treasurer, justice of the peace and a selectman during his lifetime. He was the agent for the owners of Township 15, a group of Boston based land speculators.

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Cooper reported to these men on February 6, 1816 about his progress in selling the land. He had also invested about $2,000 of his own money to build roads, dams and mills and to do necessary surveying. In recognition of his work, the owners agreed to give him ownership of all the mill lots and of one quarter of the land in Township 15 or the money from any sales there. John Cooper was often called General Cooper because of being a Brigadier General in the Second Brigade, 10th Division of the Militia of the Commonwealth of Massachusetts from 1803 until 1811. He was the first sheriff of Washington County, serving from 1790 to 1820 and Washington County Treasurer from 1803 to 1809.

He attended the Brunswick convention

of 1816 which was held to act on a plan to separate Maine from Massachusetts.

General John Cooper died in November 1845, leaving quite a legacy. The town proudly bears his name today!

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The Blueberry Expedition (excerpt from Salt and Roses by May Davidson) Submitted by Island Port Press

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nother long-term summer guest at Greenland Cove’s Mayfair House Inn was an immense Scotsman named Sandy MacFeggans who we referred to as Mac. He was six feet three inches tall and boasted of weighing three hundred and fifty pounds. He truly lived to eat and spent the summer joyfully doing so. Mac was retired from the British Army in Africa, where he had spent most of his life.

To listen to him was to believe he had tamed that continent single-handedly.

His tales of African safaris and his battles in the Boer War were endless. I had overheard a guest refer to him as a bore and at my early age took this to mean that his combats in the Boer War were

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to prove who was the biggest bore. I thought he had surely won.

Mother believed in systems and ef-

ficiency, and we were always able to get out of the inn for at least two hours each afternoon. Mother liked to go into the woods when blueberries were in season. Two of the younger lady guests asked to go with her the next time she went. When the right afternoon presented mother invited the two ladies to join her in what she always called a Blueberry Expedition. Mac was on the scene and the word “expedition” caught his attention, perhaps reminding him of a safari. He asked to join and Mother, ever the diplomat, politely agreed. Mac grabbed his trusty pith helmet, which he wore outdoors rain or shine. It was his symbol of the mighty African adventurer.

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With a white enamel bucket and small bowls for picking, they all set off up the Shore Road, which was little more than a dirt track through the woods that led to Muscongus. In about a mile and a half they came to what was known as Poquette’s Hill, where, due to an earlier forest fire, some fine patches of blueberries grew. The ladies picked berries and Mac wandered off toward the woods in search of more harvest.

Food gathering was for women, he thought, and he couldn’t bend over anyway.

When the bucket was full of blueberries the ladies went looking for Mac. By the time they found him, they were in the pine woods a long way from the dirt road. It was confusing, but mother had a good sense of direction and started heading east toward the sea and the road. Mac vehemently insisted that she was actually heading west and they

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would be lost. He made it clear that as a man who had slashed his way through many a jungle, he wished to take charge of this expedition and lead them all properly east, to the road and to safety.

His military bearing was convincing, and against her better judgment mother let him take over. He now had an important mission, his first in years.

Bristling with authority, he insisted on carrying the bucket of blueberries for these frail ladies.

After half an hour or so of stumbling through the woods, Mac managed to jam both his massive feet at once under a fallen log. The blueberry bucket left his hands and continued on, scattering its entire contents in front of him as he toppled into them belly first. His white shirt and linen knee length knickers were purple with blueberry juice, and his wire-framed spectacles were twisted. Recovering himself with as much

dignity as possible, he clapped his pith helmet back on his head and they proceeded.

Mother realized by now that they were off into a huge territory between the road and Webber Lake. The only way out was onward. Since they were indeed heading west, she knew their best hope was to come out at the lake.

So my tiny one-hundred-pound mother subtly took the lead. Mac puffed along in the rear drenched in purple juice and sweat. After skirting swamps, fighting through underbrush, and climbing ledges they did come to Webber Lake’s southeastern shore. Mac triumphantly wiped his face and claimed that this was where he had planned to head all along. Mother ignored his further suggestions for what he thought would be a certain shortcut from this point to the road and she kept on going. She knew it was still a rough passage ahead over

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the high-walled ledges of the lake’s lower eastern shore, but that it was the one sure way to our trail home from the lake.

Supper was always served at 6:00 p.m. in the evening. It was now 6:15.

Mother was never late with meals, and my Dad was frantic when she had not appeared in the kitchen at her usual time of 5:00. He had walked to the blueberry patch but found no trace of anyone. Knowing the guests were expecting supper, he went to the gardens for lettuce and tomatoes, and I had set the table and shelled out lobster for salad as scheduled. When mother rushed into the kitchen, in her woodstorn overalls and with bits of branches in her hair, she whipped up a batch of cheese biscuits (no blueberry muffins tonight!), Dad and I had lobster salad ready, and all was well, if a little late.

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George Bucknam Dorr “Father of Acadia National Park”

by James Nalley

O

n July 18, 1916, a small celebration marked the founding of the Sieur de Monts National Monument in Maine. Within a few years, it would become the “heart” of Acadia National Park, the first Eastern property of the National Park Service (NPS). At that time, the creation of this now-famous location was spearheaded by a wealthy Bostonian, who not only fell in love with the region as a teenager, but used his connections to ensure that the lands would be protected and preserved for future generations.

George Bucknam Dorr was born on December 29, 1853, in Jamaica Plain, Massachusetts, and lived there until he was seven. The son of affluent parents

with a fortune in textiles, Dorr had a peaceful and nurturing childhood. He later wrote, “My earliest recollections were concerned with gardens.” Regarding his grandfather’s property in nearby Canton, Massachusetts, he stated, “There, in real country, with woods and a lake for neighbors, dogs, and horses

for companions, my brother and I grew up, springs and falls, till our college days.” Meanwhile, his mother frequently read him works by various poets.

For example, “Wordsworth, Coleridge, Southey, Carlyle, and Ruskin became a part of me.”

In 1868, the Dorr family purchased a 58-acre property on Mount Desert Island with plans to construct a 30-room residence overlooking the ocean, called “Old Farm.” In 1874, Dorr graduated from Harvard, after which he began his life as a philosopher and eventually, as a persistent conservationist.

According to the Harvard Magazine article titled, George Bucknam Dorr (2016) by Steven Holmes, “Around 30,

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DiscoverMaineMagazine.com he began his decades-long engagement with philosophy. After Josiah Royce joined Harvard’s philosophy department in the 1880s, Dorr read Spinoza (the 17th-century Dutch philosopher) with him privately, exploring the unity of God and nature in light of new scientific theories such as evolution.”

Spinoza’s belief in “the existence of enduring order and meaning within the constantly changing material world” may have influenced Dorr’s “appreciation of the weather-beaten granite rocks and ceaseless waves of Mount Desert Island.” This also shaped his “later outlook on conservation as ‘not a question of breathing-spaces and physical well-being only, since it goes far beyond that and is deeply concerned with the inner life of men.’”

In 1891, Harvard President Charles William Eliot (and summer neighbor of Dorr in Maine) called the first meeting of The Trustees of Reservations in Massachusetts, for the purpose

of acquiring and maintaining historical buildings and locations within the state. As stated by Holmes, “increasing threats to the scenery of Mount Desert Island led to the formation of the Hancock County Trustees of Public Reservations in 1901, with Eliot as president and Dorr as vice-president and executive officer.” However, over time, it became increasingly clear that their negotiations required public ownership/ management, instead of private.

In 1913, according to the NPS, “Dorr received word that the Maine Legislature was considering revoking the non-profit status of the Trustees, after which he immediately traveled from Boston to Augusta, Maine, to fight the measure.” Although he was successful, he also realized “that the land he had fought hard to own needed the greater protection of the federal government.

He was soon on his way to Washington, D.C., meeting with the powers that be.”

Approximately three years later,

President Woodrow Wilson created the Sieur de Monts National Monument.

In this case, Dorr chose to have Wilson sign off on the national monument status, instead of waiting for the U.S. Congress to act. After the NPS was established in August 1916, and Acadia was designated a national park in 1919 (under the name Lafayette National Park), Dorr began his long tenure as superintendent of the park.

In this role, Dorr believed that his personal fortune could support purchasing land on behalf of the park forever. He also declined any salary, except for one dollar a month (in principle). Meanwhile, he expanded the park through negotiations with landowners, and even worked with John D. Rockefeller to create the park’s 45-mile system of carriage roads.

Despite income from his highly successful Mount Desert Nurseries, Dorr’s inheritance was depleted by the time Franklin D. Roosevelt was inaugurated (cont. on page 10)

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as President. Fortunately, Roosevelt’s federally funded social programs allowed the park to develop rapidly.

As for Dorr himself, he was a lifelong bachelor, and he was known to swim every day in Frenchman Bay. In 1934, he suffered a heart attack during one of these swims. As stated by the NPS, “he was told that he had six months to live, but he lived for a further decade…Chronic vision difficulties also plagued him and he lost his sight in his final years.” Worried about the future of his property, Dorr offered it to Franklin D. Roosevelt as a summer retreat. However, Roosevelt kindly declined.

On August 5, 1944, Dorr died at the age of 90. In his honor, the NPS and the executors of his estate renamed the mountain overlooking Sieur de Monts Spring as “Dorr Mountain.” Fittingly, his ashes were returned to Bar Harbor,

Salsbury’s

George Dorr and Charles Eliot on the shore of Jordan Pond (courtesy of the NPS)

where they were scattered into the sea.

By 1951, Maine’s harsh winters had caused his mansion to fall into disrepair. After the NPS performed part of the demolition, John D. Rockefeller, Jr. donated $5,000 to tear down the remnants. On a side note, according to the Mount Desert Islander “Aside from the foundation of the main house and the steps leading down toward the wa-

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ter, there is not much left of what was Old Farm, the Compass Harbor estate of George B. Dorr.” However, it is possible to download a free app (called “Oldfarm”) and learn about Old Farm and the man who lived there on a virtual tour.

As for his philosophy and life-long efforts to preserve Acadia and its land, perhaps it was best said by Dorr himself: “Saved to future generations as it has been to us, in the wild primeval beauty of the nature it exhibits, of ancient rocks and still more ancient sea, with infinite detail of life and landscape interest between, the spirit and mind of man will surely find in it, in the years and centuries to come, an inspiration and a means of growth as essential to them ever as are fresh air and sunshine to the body.”

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Bucksport’s Jonathan Buck He sought out a better life on the Penobscot River

by Brian Swartz

A

property dispute in Haverhill, Massachusetts so irritated Jonathan Buck that he moved lock, stock, barrel, and family to a new home on the distant Penobscot River in Maine.

Before the French and Indian War officially ended in 1763, Maine from approximately the Midcoast east and north remained a “no-go zone” for English colonists. That changed after British and French officials signed the Treaty of Paris that same year.

Just a year earlier, however, 352 male residents of Massachusetts and New Hampshire had signed a petition sent to the Massachusetts General Court (or legislature) seeking land in Maine. The region where they sought

to acquire twelve townships lay between the Penobscot River and the St. Croix River.

Each petitioner posted a 50-pounds sterling bond and signed his signature to a legal document mandating specific settlement-based requirements that must be met within six years for each township. The demands targeted population (settling 60 Protestant families per township), farming (creating 300 acres of tillable land), and religion (building a church and calling a minister).

Eager to settle the District of Maine, the General Court issued the land grant to Deacon David Marsh while recognizing all signatories as participants

in the grant. Chartered by Marsh, Jonathan Buck of Haverhill (the town where Marsh lived) sailed from Newbury aboard his sloop Sally in mid-June 1762. With him came his son Jonathan Jr., then 14, and eight more men who, like the elder Buck, were tasked with surveying the 12 townships.

The Sally reached Fort Pownall (in what became Prospect and later Stockton Springs) in late June.

Constructed atop a Penobscot River bluff in 1759, Fort Pownall had blocked the river to French and Indian passage during the war’s latter years. Although American troops burnt the fort during the Revolution to prevent British occupation, the fort’s foundation and earth(cont. on page 16)

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Born in 1719 in Woburn, Massachusetts, Buck had arrived in Haverhill with his parents at age 3. He married Lydia Morse, a Haverhill resident, on October 19, 1742 and had nine children with her. Six survived until adulthood.

An ambitious man, he sought in the late 1750s to construct a shipyard where Mill Brook flowed into the Merrimack River in Haverhill. His request denied by town officials, Buck joined the District of Maine colonization effort and ultimately inserted his name into Maine history.

Going ashore at Fort Pownall, Buck and other aspiring colonists split into two groups and drew lots for the townships, split into six townships east of the Union River and six townships to its west. Buck, whose signature appears third on the General Court petition, and other Haverhill residents, got the west-

ernmost townships.

The Haverhill men surveyed the land, and Buck particularly fancied Plantation No. 1 abutting the Penobscot River’s eastern shore. He and other colonists sailed from Haverhill to settle the plantation in June 1763. They had their work cut out for them.

The woodlands flowing across Bucksport today differ substantially from the 1763 forests containing virgin growth and less open land. The settlers applied their muscles and axes to felling trees large and small. There was so much wood that settlers burned much of what they cut, except for logs used in houses and outbuildings and for firewood.

Buck constructed a sawmill — its steel saw made log-splitting and trimming much easier — and ran a general store. The settlement prospered, and other settlers passed upriver to establish such future towns as Orrington,

Hampden, and Bangor.

Named colonel of the Fifth Militia Regiment when the Revolution started, the 60-year-old Buck participated in the 1779 expedition against British-held Fort George in Castine. A British fleet arriving from Halifax trapped the American fleet in upper Penobscot Bay, and militiamen took to their feet.

Even as some American ships sailed past Plantation No. 1 while fleeing the pursuing British warships, Buck left his house and sawmill behind and took Lydia and their youngest daughter to that part of Orrington that became Brewer. The women would be safe there.

Behind the refugees, crewmen from the sloop HMS Nautilus pillaged Plantation No. 1 and burned buildings identified as belonging to American patriots. Buck’s property went up in flames.

Knowing he was a wanted man, Buck left his wife and daughter and,

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DiscoverMaineMagazine.com like many American sailors and soldiers defeated at Castine, walked through the wild, almost unsettled central Maine forests to reach Massachusetts. Staying in Haverhill with his sons, he later returned to Plantation No. 1 and began his life anew.

Starting a new sawmill, Buck supplied much lumber going into new homes and barns. Plantation No. 1 became Buckstown Plantation. The Massachusetts General Court created Hancock County 1789, and plantation residents soon petitioned the court to incorporate No. 1 as Buckstown, which occurred in 1792.

The town became Bucksport in 1817.

Jonathan Buck died on March 18, 1795. His family buried him in the Buck Cemetery, located at the intersection of Hinks Street and modern Route 1.

A postcard view of the Blue Hill Falls Bridge in Blue Hill. Item # 17482 from the collections of the Maine Historical Society and www.VintageMaineImages.com

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Hancock-Washington-Penobscot Counties

18

Blue Hill’s Esther Elizabeth Wood

by James Nalley

“Town Historian”

A

mong the countless Mainers that were born and raised in our state, the ones that stand out are those who, despite leaving the area for education or work, always return to their roots. In this case, one woman from Blue Hill not only worked in the area, but retired after four decades of teaching history and social science, and focused on the history of Blue Hill, where her family had lived for generations.

Esther Elizabeth Wood was born in Blue Hill on September 2, 1905. Her ancestors date back to the 1790s, when they settled in the eastern Maine towns of Blue Hill, Ellsworth, and Deer Isle.

The daughter of a quarry manager in Blue Hill and Deer Isle, Wood grew up

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In 1922, Woods graduated from George Stevens Academy in Blue Hill and went on to earn a bachelor’s degree from Colby College in 1926. She then accepted a teaching position at a high school in Stonington, located on the southern part of Deer Isle. In 1928, she entered Radcliffe College in Massachusetts, where she earned her master’s degree in 1929.

Upon completing her graduate degree, Wood taught at Miss Hall’s School in Pittsfield, Massachusetts. However, after teaching there for two years, she felt the calling of Maine and returned to Gorham, where she taught Maine and

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DiscoverMaineMagazine.com American history at the Gorham Normal School and served as the Dean of Women from 1934 to 1945. She even continued as a professor of history and social science after the school was renamed as Gorham State Teachers College in 1945 and continued to teach the same subjects at the University of Maine at Gorham in 1965.

Although she had a fruitful career as a well-liked teacher, with more than 43 years of teaching, Wood remained equally active after her retirement in 1973. For example, she began writing a column titled The Native for The Ellsworth American, which was a recollection of her memories of growing up in rural Maine. According to the article East Blue Hill (2002) in the Ellsworth American, Wood “continued producing the column for the next 24 years, until 1992.” She also wrote regularly for The Christian Science Monitor and Maine Life as well as contributing to various Sunday school publications and mag-

azines. Meanwhile, she wrote four books from 1976 to 1990 on the history and society of Blue Hill: 1) Country Fare: Reminiscences and Recipes from a Maine Childhood (1976); 2) Saltwater Season: Recollections of a Country Woman (1980); 3) Hannah: Reminiscences of an 1850 Childhood (1982); and 4) Deep Roots: A Maine Legacy (1990).

Due to her expertise and knowledge of the region, Wood became known as the “town historian,” which, according to Rich Hewitt in a December 2002 article in the Bangor Daily News, was a “moniker that she disliked.” What was one of her strengths, however, was the fact that she had heard her father’s and grandfather’s memories of living in the Blue Hill region, with some dating back to the 1800s. In another December 2002 article in the Ellsworth American, historian and University of Maine professor Hugh Curran stated, “Her memory straddled 200 years…The unique-

ness to me was her almost total recall.

She could speak for an hour and not repeat herself. She had an incredible memory.”

In 1972, Colby College awarded her an honorary Doctor of Humane Letters.

A year later, the University of Southern Maine dedicated two new, eight-floor dormitory buildings in honor of Wood and fellow history teacher Edna Frances Dickey, respectively. In 1977 Wood wrote a short history of her alma mater, the George Stevens Academy, which was published in their student handbook and included in all subsequent editions. She was also a trustee of the school and an active member of its 1981 endowment campaign. According to Hewitt, “She personally contributed to campaigns for a library expansion and the installation of tennis courts.”

Naturally, she was also an active member of the Blue Hill Historical Society, Blue Hill Baptist Church, the Blue Hill Cemetery Association, the (cont. on page 20)

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State Cemetery Association, and the Blue Hill Garden Club. Her lifelong efforts were also recognized at a larger level. For example, in 1985, Wood was named “Woman of the Year” by the Blue Hill Chamber of Commerce, and in 1994 she was inducted into the Maine Women’s Hall of Fame.

In 2000, Wood endowed a $100,000 scholarship to the University of Southern Maine at Lewiston-Auburn in memory of her fellow history professor at Gorham State Teachers College, Edna Frances Dickey. On December 1, 2002, Wood died peacefully at her farmhouse and was fittingly buried in the Seaside Cemetery in Blue Hill. She was 97 years of age.

As for her legacy, the Esther Wood Papers, containing her lecture notes on New England History, ranging from the 16th century through the U.S. Rev-

olutionary War and Civil War as well as 20th century diplomacy, are housed at the University of Southern Maine.

Meanwhile, an oral history project by historian Hugh Curran was conducted with Wood over several years. The four 40-minute videotapes are housed at the Blue Hill Public Library and the George Stevens Academy library.

However, about Wood herself, perhaps it was best said by Lucy Ledien, a former student of Wood’s at Gorham: “She was a very generous person…

She was generous around town, to the academy, her church, and the cemetery association. She always wanted it to be anonymous. Of course, after a while when it was ‘anonymous,’ everyone knew who it was.”

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The Bar Harbor Horse Show, ca. 1910, which included the Light Road Wagon Class competition. Item # 7764 from the collections of the Maine Historical Society and www.VintageMaineImages.com

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Hancock-Washington-Penobscot Counties

22

Connecting Sullivan And Hancock

by Brian Swartz

The first bridge built in 1822

G

iven the honorific “colonel” for his Revolutionary War service, Paul Dudley Sargent moved his large family from Salem, Massachusetts to Sullivan sometime prior to the 1790 census. That federal enumeration identified 13 people in his household; one person was evidently his son John.

James Simpson, another Sullivan resident, had seven people in his home.

One son, Ambrose, would be born later.

Sargent bought a 100-acre farm from Benjamin Johnson, who relocated to East Sullivan (then known as Flanders). By the early 1900s the farm would vanish, replaced by “quite a village” that included “four hotels, a large livery stable, a commodious store,”

and a “telephone office,” noted Ambrose Simpson in 1901. Capitalizing on the region’s expansive forests, early Sullivan settlers often “built dams at great cost of labor” along “the saltwater coves. The affiliated sawmills constructed alongside the dams “could be operated only one-half the time, or when the tide was low.”

The largest dam extended across Long Cove, bounded today along its eastern shore by Route 1. Constructed circa the early 1770s, the dam went abandoned during the American Revolution. Storms, tides, and sea worms severely damaged the dam and mill, later sold to Richard Downing, James Simpson, Benjamin and Solomon York,

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In demand with New England’s post-war building boom, lumber milled at Long Cove sold “at a fairly good price,” according to Ambrose Simpson.

Sailing ships moored off Long Cove while waiting to load lumber for Boston and other ports.

In time the dams appearing on Sullivan streams provided steadier power sources for saw and grist mills, and the salt-water dams gradually disappeared.

James Simpson had settled in the area near Sullivan Falls, which lent its name to Falls Point in Sullivan and later to Tidal Falls Preserve, located across the Taunton River in Hancock.

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DiscoverMaineMagazine.com Ambrose Simpson grew up along the river’s narrower length. He knew that people wanting to cross the river to either shore did so by boat or by traveling overland the long way around Egypt, Hog, and Taunton bays. By 1820 John Sargent envisioned a bridge spanning the river. He and other signatories petitioned the Maine Legislature “for leave to build a bridge over the Falls” in Sullivan, according to a January 29, 1821, public notice issued by the town’s selectmen. Voters meeting at George Himnan’s store on Monday afternoon, February 5 approved Sargent’s petition, Despite there being “very little capital and no” banks “in this section of the country,” Sargent undertook what was considered “a great undertaking for any one man, particularly a down easter,” but he “had the pluck to grapple and carry through with the project,” Ambrose Simpson recalled.

Published in 1953, the book Sullivan & Sorrento Since 1760 credits Paul Dudley Sargent as the driving force behind the bridge and its construction, but he was 76 in summer 1821 (he died in 1828). Sharing his Sullivan history with a Hancock County newspaper in 1901, Ambrose Simpson solely credited John Sargent (younger and still vigorous in the 1820s) with the bridge project.

He hired a Boston bridge builder named Chittenden to superintend the bridge’s construction, which began in 1821. Some 1,300 feet in length, the bridge “was built with pieces of hemlock logs, with picked ends to resist the ice.” Spans were placed “about one hundred feet apart,” and “each span and the whole length of the bridge and [its] stringers” were “supposed by x-work, secured together at the top,” Simpson noted. Sargent incorporated a draw bridge into his bridge and built “piers a short distance above the bridge to break

[up] large bodies of ice before striking the piers on which the bridge” stood.

Using “his own personal credit” to finance the project, Sargent charged specific tolls for pedestrians and people with wheeled conveyances crossing his bridge. He established a lottery featuring the bridge “as the grand prize.” By selling lottery tickets in New England (and possibly elsewhere) he recouped his investment, and the bridge’s ownership passed to the lottery winners.

The tolls for crossing the bridge were 6 cents per pedestrian, 50 cents for a one-horse team, and 80 cents for a two-horse team. In those last years before the legislature carved the Town of Hancock out of Sullivan, Township 8, and Trenton in February 1826, Ambrose Simpson crossed the bridge “many times,” since Sullivan still spread along Taunton River’s western shore. He often visited relatives living near the Hancock post office, which (cont. on page 24)

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“was called Sweetland.”

Completed in 1822, the bridge noticeably settled “some five or six years later.” Physical inspections conducted at low tides revealed that sea worms were “eating around all of the logs” supporting the hemlock piers, Simpson recalled.

“The high tides came over some portion” of the deteriorating bridge occasionally. Its owners debated repairing it, but then came the memorable winter of 1828-1829. “The winter … was a cold one,” recalled Simpson, then “quite a lad. The ice came down” and “took the bridge away with it,” he said.

“So ended the Sargent bridge.”

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Main Street in West Jonesport, ca. 1915. Item # 25815 from the collections of the Maine Historical Society and www.VintageMaineImages.com

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The Genealogy Corner Researching maternal family lines

by Charles Francis

T

he story of Hannah Watts Weston and her sister-in-law, Rebecca Weston, who carried some fifty-odd pounds of lead shot and powder through the woods from Jonesboro to Machias during the Revolution is a famous one in Downeast Maine. As the tale goes, Josiah Weston, Hannah’s husband, and Rebecca’s brother, were part of a force defending Machias against the British. The defenders were running low on ammunition. The two women, realizing that Weston and the others might succumb to the British without additional powder and lead, are credited with saving the day by bringing more to the defenders in the nick of time.

In almost every account of this sto-

ry, it is Hannah Weston’s name that is given prominence. Part of the reason for this is that she was a direct descendant of the famous Hannah Dustin of Haverhill, Massachusetts. The intriguing fact about this circumstance is not that Hannah Weston was a descendant of Hannah Dustin, but that it is an instance of mentioning a maternal line of descent. Simply put, female genealogies are seldom kept.

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to access the resources necessary to compile a genealogical record. For example, publishers are continually reissuing census, marriage, birth, and death records. In addition, the records of various government record-keeping agencies are being made available in more user-friendly researchable formats. Also, historical societies devoted to preserving family lines, like the Daughters of the American Revolution and the Mayflower Society, are doing more to make their records available to the general public. Nevertheless, researching maternal lines is still the most difficult of all genealogical pursuits.

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DiscoverMaineMagazine.com sketching family histories. One reason involves name changes brought about by marriage. Another is that in the nottoo-distant past, women did not leave behind many records because they had few legal rights. Most records, such as land ownership, military service, naturalization, court and tax records were the province of the male gender only. In fact, prior to 1906 a woman immigrating to the United States did not even go through the naturalization process to become a citizen. Citizenship was automatically bestowed on wives and daughters when husbands and fathers were naturalized.

Moreover, when an American woman married a citizen of another country, she immediately lost her United States citizenship. The old records involving women, for the most part, are not found in official documents, but rather in the form of letters, diaries and in family bibles. Only in the case of such notables as Hannah Watts Weston and her ances-

tor, Hannah Dustin, is much attention paid to maternal lines. For those that do not know the story of Hannah Dustin, it is as follows: Indians captured Hannah Dustin on March 15, 1697. She was taken from her home in Haverhill, Massachusetts while still convalescing from childbirth. She was marched far into the north woods over a number of days to an island in the middle of the Merrimack River, north of Concord, New Hampshire. Her captors killed her week-old baby. Fearing that her captors would eventually kill her, she, her children’s nurse, and a young boy who was also a captive, managed to escape and make it back to Haverhill. Before escaping, Dustin killed ten of her captors and brought back their scalps as proof of what she had done. She received fifty pounds for the scalps and her story was circulated throughout the colonies.

The governor of Maryland even sent her a special commendation.

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Given the fact that both Hannah Dustin and Hannah Watts Weston are featured in the historical record, it is perhaps ironic that seldom is their exact relationship mentioned. Hannah Weston was Hannah Dustin’s granddaughter. Hannah Dustin’s daughter, Abigail, married Samuel Watts Jr. Hannah Watts Weston is almost always simply identified as a descendant of Hannah Dustin.

For those who are trying to research older maternal lines, there are some records, besides marriage, birth and death records, that do prove beneficial.

These include wills, probate records, cemetery (especially tombstones) and church records, pension files, and ship manifests. After 1936, women filled out Social Security SS-5 forms. These are available upon request, and include maiden names along with married names.

There is an intriguing addendum to the story of Hannah Watts Weston and

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Hannah Dustin. One of their descendants was Sophia Farnsworth of Beddington. Sophia married John Small, a Beddington lumberman. The Smalls had a son, Irving. Irving Small’s biography was published in a collection of biographies of notable Mainers in 1927. At the time, Irving Small was the Superintendent of Schools for Bangor.

In the biography, it is mentioned that Irving Small is “a direct descendant of Hannah Weston of Jonesboro, Maine, who in turn was a descendant of Hannah Dustin.” As in the case of Hannah Watts Weston, Sophia Farnsworth Small’s exact relationship to Hannah Watts Weston goes unmentioned. She was a granddaughter. Her parents were Betsy Weston and Asa Farnsworth.

Researching maternal lines can be a difficult and challenging process. It can also be a highly rewarding one. All it requires is a fair degree of patience and sometimes a bit of ingenuity in deciding where to look for information.

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DiscoverMaineMagazine.com

The Return Of Captain Raye A legend of the seas

by John Raye

C

aptain Thomas Raye of Eastport was a legend up and down the Eastern Seaboard. He was born in 1868, son of Captain George Franklin Raye and wife Mary Susan Holmes Raye. Tom followed the family tradition and went to sea young and soon became a Master in his own right. What defined Tom’s legend was his size, feats of strength and bravery, and unwavering willpower. He weighed in at close to 300 pounds of muscle and stood proud at six foot four. With hands the size of catcher’s mitts, he had incredible strength. He was also a raconteur with a wicked sense of dry Maine humor.

Some stories passed down the generations include one of his mates being pulled overboard when his feet got tangled in the rush of a heavy iron anchor.

Captain Tom sized up the situation and in a flash of adrenaline pulled up both the sailor and the hefty iron anchor.

The mate survived and the story spread like wildfire.

On another occasion he ordered three crewmen to fetch a large anchor from a nearby shore and scrape the barnacles off. The men returned to their captain and reported it was too heavy to move. Tom replied, “Well Lordy, I’ll do it myself,” which he did, much to the chagrin of the strapping sailors. He then asked, “So now, do you think you can scrape it?”

When one of Tom’s brothers, Wes, bought an early example of the horseless carriage — a brawny tin beast — he came around to give Captain Tom a first ride in an “auto”. After returning to the dock, Wes warned his brother that the door shut hard. Tom accordingly slammed the door, driving it into the center of the car. Wes later remarked (cont. on page 30)

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that he should have known better than to ask Tom to close it hard.

While home sick in bed with malaria contracted on a voyage to the tropics, Captain Tom was having storm windows put in. Someone, probably his wife Cora, told Tom that there was just one window left to do on the back side of the house. Anxious to help, Tom got out of his sick bed and picked up the two-story ladder — with the worker on the top rungs — and moved them to the back side of the house.

When a ship captained by Tom sprang a leak that threatened to sink her, he ascertained the source of the problem and then stripped down to his undergarments. With a bowie knife between his teeth, he took up a handful of caulking and dove down. After an eternity he surfaced and dove again, patching the leak with oakum and saving the vessel.

The legends go on and on — many born out by family correspondence from the time — but the point of this story is to report how Captain Thomas Raye returned from the dead.

It was December 21, 1898 when the voyage started off routinely, or at least as routinely as possible, for an engine-less coasting vessel in Newfoundland in the middle of a frigid winter. The loaded schooner L.B. Sargent weighed 98.58 tons and measured 82.7 feet bow to stern. Per the Captain’s log, the ship set out from Woody Island in a snowstorm and ran with the wind to St. Pierre where the pilot was landed; Captain Raye headed off for Scatteree. Within 42 miles of that point, he was met with a heavy gale and an even more blinding snowstorm. The Sargent was hove-to due to the blinding weather when the unthinkable happened.

The vessel started icing up badly,

making it nigh unmanageable. Some headway was made up to January 2nd.

A strong wind came up west-northwest, so they went with the wind for the following two days. On the 5th they were finally able to make sail, and so tacked the Sargent to the west. On the 7th they were forced again to bring in the sails with strong winds from the west-north-west making sailing impossible. By January 9th the storms had tossed them all the way to Sable Island, better known to sailors of the day as the Graveyard of the North Atlantic. He raced away from Sable Island for three trying days.

On January 13, during another blinding snowstorm accompanied by vapor as thick as molasses, Captain Raye sighted a steamer. Upon reaching Boston, they reported the schooner in distress in heavy weather. The day got worse, with high seas that swept every-

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DiscoverMaineMagazine.com thing moveable off the deck. Finally, there came a reprieve of better weather lasting several days.

Unfortunately, January 17 brought severe conditions once again. The schooner was headed straight into the gale. It was also a day of reckoning.

They were 26 days out of Newfoundland and had missed their destination of Eastport, Maine by weeks and several hundred nautical miles. Against fearsome weather and terrible odds, they fought hard for their lives for almost a month, food and water becoming even more scarce. They knew loved ones at home would be sick with worry, but the battle was far from over.

By the 19th, the gale was on them again and the vessel labored hard. In an all-hands last-ditch effort to repair damages, the shifting winds swung the boom, smashing the cook’s head. And yet they continued the repairs, unflag-

Captain Thomas Raye in older age at Raye’s Fish Market with his dog Rover. (photo courtesy of John Raye) gingly, for another full day.

A succession of gales followed, and the leaks became severe, requiring near-constant pumping. Needing to lighten their load, they spent two days

throwing overboard a cargo of spoiled herring. While the vessel could now remain afloat, they had exhausted their remaining ration of food and water.

Forced to catch fresh water from the (cont. on page 32)

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heavens, the future looked grim. The Captain and crew neared starvation.

On January 25 the Eastport Sentinel posted an article of grave concern for Captain Thomas E. Raye and Andrew Holmes of Eastport along with their entire crew. On February 1, 1899, the Sentinel published Captain Tom’s obituary, stating that wreckage spotted at Beaver Harbor, Nova Scotia was believed to be from the Sargent. It was also verified that two or three vessels had wrecked not far from Sable Island, their last known location.

Finally, after being pronounced dead, things started looking up. On January 30 they hailed a passing schooner from Calais, of all places! Provisions were passed over to a crew that hadn’t eaten in eight days.

While the food was welcome, the prevailing winds were not. With every passing day, they flew toward the

tropics, hove-to, heading wherever the fickle winds of fate took them. And on February 6, they limped into a distinctly warmer place: St.Thomas, Virgin Islands, where, at long last, a message was sent home.

On February 21, after hearing the miraculous news of his son’s return from the dead, Tom’s father, Captain G. F. Raye wrote, “My dear son, I am so glad to get a letter from you and to know that you are still in the land of the living,” and “Your Mother has been crying about you all winter, but she feels all right now as you are safe.”

Captain Tom happily sold the Sargent to parties at St. Martin’s, and on March 16 they boarded the steamer Philadelphia at Ponce, Puerto Rico and comfortably reached New York City on March 21.

It was the end of the coasting era that finally brought Captain Tom, a Paul

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Bunyan of a man, to retirement. Not a man to sit idly, he opened Raye’s Fish Market in Eastport, a business that survived several generations in the family.

He died on August 8, 1935, aged 66.

Captain Thomas E. Raye may no longer be a household name along the New England coast, but his name has sailed into the imagination of his descendants to this day.

Information gathered from The Eastport Sentinel, March 16, 1898, January 25, 1899, February 1, 1899, February 8, 1899 and March 29, 1899. Also from letters from the collection of Kevin Raye and Donald Raye. Photos from the collection of Kevin Raye.

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Enfield Train Robbers’ Nightime Blunder

by Brian Swartz

They let the goods get away

B

utch Cassidy and the Sundance Kid evidently never plied their train-robbing skills in Maine, but four determined robbers almost pulled off the rail heist of the century at Enfield on Monday, May 25, 1891.

Long before Guilford Transportation Industries (now Pan Am Railways) acquired the Maine Central Railroad in 1981, the MCRR extended its steel rails from Portland as far north as Mattawamkeag, Rockwood, and Vanceboro. The railroad maintained a tight, predictable schedule.

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According to Train Robbers Down East, an article published in the May 27, 1891 New York Times, the St. John Night Express departed the Maine Central’s Bangor yard nightly for Mattawamkeag. There, at another MCRR yard, the train would shift eastward to reach Vanceboro and a connection with the Canadian Pacific Railroad.

According to the New York Times, a steam-powered locomotive would pull a coal tender and then “a sealed car loaded with through baggage for provincial points,” a postal car, a baggage car, an express car, a Pullman sleeper,

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Spring had blossomed throughout the Penobscot Valley after dark on May 25 as “Engineer Speers” (no first name provided) and his fireman worked inside their locomotive. Two hours after leaving Bangor, the train approached the “lonesome” Enfield Station, “situated one mile or more from the settlement,” according to the New York Times.

“The night was intensely dark,” the New York Times noted, almost like

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DiscoverMaineMagazine.com Snoopy perennially typing, “It was a dark and stormy night.” Speers stopped at Enfield to take on water; he or other crewmembers might have chatted briefly with “Station Master Crafft and his baggage master,” both present at the station to meet the train.

Then the St. John Night Express pulled away from the station and rumbled northward, quickly reaching full speed about a mile north of Enfield Station. The fireman opened “ the furnace door to coal up” and suddenly saw a face reflected by the firebox’s glow.

“Evidently standing upon the platform of the sealed car,” a man peered over the back of the tender while watching the engineer and fireman at work, the New York Times reported.

The fireman closed the firebox door and told Speers “that there was a tramp behind the coal.”

Such men rode the Maine rails de-

cades before the Depression made folk heroes of hoboes. Speers probably figured the tramp would cause no harm.

What stowaway in his right mind would disrupt a train crew deep in the Maine woods on a dark and lonely May night?

Then the gong inside the locomotive cab clanged once. “This is not the usual signal to stop, and the engineer did not shut off, thinking the cord had been accidentally pulled,” the New York Times noted. But “soon the bell rang again ... followed by two loud reports as through torpedoes were exploding upon the rail.”

This was no tramp! Bullets whistled past Speers and his fireman; “the tramp, madman, or whoever was back of the tender, was shooting to kill,” the New York Times reported. Speers shut down the controls, but before the St. John Night Express rolled to a stop, “there began rapid firing from the side of the track.”

Train lamps casting an eerie glow along the tracks let Speers and the fireman see three men standing alongside the postal car while “discharging [.44-caliber] revolvers” into its windows. Metal gleamed nearby; Speers saw “a fourth man climbing a snow fence” behind his companions. “The gleam of his revolver showed his movements.”

Inside the postal car, frightened postal clerks “dropped to the floor and covered themselves” with full mail sacks, according to the New York Times. Later, law officers would remove embedded bullets from the car’s interior. When the train stopped, Speers leaped from “the opposite side of the cab” to seek shelter inside the train; the Times did not report if the frightened fireman fled with Speers or not.

Then the locomotive gong started signaling “to go ahead,” and “muffled cries from the [postal] car” urged (cont. on page 36)

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(cont. from page 35)

Speers to “pull out.” Bullets flew around him as Speers vaulted into the engine cab and hit the throttle. “Give them hell, boys!” a robber shouted as the train slowly gathered speed. Gradually the shouting and shooting faded into the distance; Speers ran the engine full throttle into Lincoln, where the train stopped and its crewmembers frantically sought assistance.

About 30 minutes later, “four men appeared at Enfield Station” and fired at Crafft and the baggage master, according to the Times. The MCRR employees “took refuge in the station” by dousing the lights and locking the doors.

Shooting out “the large depot lamps and the switch lights,” the robbers “were preparing to fire at the station” when they heard the “night through freight” rumbling north toward Enfield.

“The frightened men inside the station”

lit a red-glass lantern, snagged it with a broom, and thrust the lantern out a bullet-shattered window. Spotting the red glow, which would correspond to a modern red traffic light, the arriving train crew stopped at Enfield Station and rescued its besieged occupants.

“The intense darkness prevented a search” for the robbers, so the train crew escorted Crafft (along with his cash and tickets) home before heading on to Lincoln, the New York Times reported.

That town was already in an uproar.

A telegram flashed to “High Sheriff Reed” in Bangor. He dutifully “gathered his men and announced to [local] railroad officials his readiness to go up the line and hunt down the road agents,” the New York Times noted.

Maine Central bureaucracy blocked immediate pursuit, however. Railroad policy stipulated “that no information”

about train accidents or “detentions” would “be given out or made until orders are received from headquarters, which are in Portland, 137 miles away,” the Times reported.

“It was midnight,” and no MCRR official would authorize an engine and crew to haul the lawmen from Bangor to Enfield, so “the disgusted Sheriff went home and staid (sic) there,” according to the NYT. The next day, the MCRR’s Bangor yard revealed “no visible movements ... [being] made by the railroad men looking to” find “the would-be plunderers,” and postal officials could only hiss and spit at the MCRR’s inaction.

Cooler heads had prevailed in Lincoln during the night. Interviews with the St. John Night Express crewmembers revealed that three robbers had likely snuck aboard the train after it stopped at Enfield Station.

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DiscoverMaineMagazine.com Intending to rob the less secure express car, they mistakenly assaulted the sealed car instead. The robber spotted by the fireman hid on the front of the sealed car; his two companions hid on the car’s far end. Because the conductor had no reason “to pass through the first four cars, they (robbers) were not seen,” the New York Times reported.

The two robbers sounded the gong once, then again when the train did not stop. They “forced enough of the rear door to see that the sealed car contained only baggage,” the Times noted. Turning around, the two men assaulted the postal car and found its front door blocked by “two tons of mail.” The robbers sounded the gong twice more, and their comrade opened fire on the engine crew.

As the train slowed, the robbers leaped from the train and opened fire on the postal car. A fourth robber joined

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them; evidence suggests that he had hidden elsewhere aboard the train and blundered briefly through the darkness before encountering the snow fence.

After the train pulled away, “the desperadoes” literally walked the rails south to Enfield Station, near where they had possibly concealed their getaway transportation. Embarrassed by the attempted robbery, MCRR officials attempted a face-saving cover-up. According to a newspaper snippet published in Shenandoah, Pennsylvania on June 8, the MCRR’s “Detective Heald” claimed “the train robbers were simply a drunken crowd who boarded the train at the [Enfield] station, pulled the cord, stopped the train, fired pistols in the air, jumped from the cars and ran away. They did not attempt to enter the baggage or express cars, though the doors were open.”

So, the four James Gang wannabes were only drunken, well-armed, goodole-boy louts who could not hit the train no matter which way they aimed their revolvers? How, then, did MCRR officials explain those .44-caliber bullets dug from the postal car’s wooden interior walls?

And how did those same officials explain what happened in Bangor on May 27, when law officers swept up two Nova Scotians, George Orman and Sam Julian, as potential train-robbery suspects?

High Sheriff Reed saw that justice was done. Red-faced MCRR officials saw their cover-up unravel. And if they could, Jesse and Frank James, Butch Cassidy, and the Sundance Kid would only have marveled at the robbers’ rank amateurism.

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Bangor’s Molly Kool The first female licensed ship captain

I

by James Nalley

n the 1930s, a young woman, having spent her summers sailing with her father in waters in and around the Bay of Fundy (located between the Canadian provinces of New Brunswick and Nova Scotia, with a small portion touching Maine), graduated from high school. As an accomplished sailor, she convinced the Merchant Marine School in Saint John, New Brunswick, to admit her as the first-ever female student. In 1939, she obtained her coastal master’s certificate and became the first female licensed ship captain in North America. She eventually married a man from Bucksport and spent the remainder of her life in Bangor.

Molly Kool was born in Alma, New Brunswick (Canada), on February 23, 1916. She was the second of five children to Myrtle Anderson and Paul Kool, the latter of whom was a Dutch sailor who transported cargo from ships anchored in deep water to ports along the bay. Naturally, she grew up sailing and spent her summers at sea learning the related skills from her father. As stated earlier, she convinced the Merchant Marine School in Saint John to accept her, since there had been no female ever accepted into the institution.

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in Yarmouth, Nova Scotia, qualifying as a captain at the age of 23. According to the book Molly Kool: Captain of the Atlantic (2011) by Christine Welldon, “As a result of her graduation, even a line in the Canadian Shipping Act had to be amended to read ‘he or she’.”

She then spent the next five years in command of the Jean K, her father’s 70-foot engine- and sail-driven scow.

At that time, Kool was not only the first female licensed ship captain in North America, but she was also the first female deep-sea captain in North America. Regarding the latter, she was only the second woman in the world to hold this title. Known by her peers as “Captain Molly,” she hauled cargo up and down the Bay of Fundy and as far as Boston, Massachusetts. As stated in The New York Times (March 2, 2009), “Ms. Kool faced rain and fog, fire and ice, and the violent tides for which the bay is known. She also earned the dis-

belief, disdain, and, eventually, respect of her rough-hewn male colleagues.”

Meanwhile, her work piqued the curiosity of the public. For example, Kool appeared on the radio on “Ripley’s Believe It or Not!” and was often profiled in the Canadian press. According to The New York Times, “Her eyebrows are shaped and arched, her lips lightly rouged, her blonde hair up in feminine curls. That’s Miss Molly Kool ashore… but in her barge…she knows no fear… and she’ll give orders if she marries, and hubby holds only a mate’s ticket.”

During her career at sea, there were several incidents (either due to her gender or just bad luck) in which Kool was involved. For example, in Moncton, New Brunswick, a Norwegian captain told her to move her ship, which was already tied at the wharf. When she refused, he attempted to jam the ship into the dock. He then offered Kool money to move the ship. After she refused,

he rammed the ship’s bow, which cut the lines and set it adrift. When Kool ordered her men to abandon ship, she stayed aboard, but had no way to pilot the vessel. When the Norwegian captain became afraid that significant damage might occur to her ship, he ordered his men to board the vessel and cast off the anchors. Although their efforts were unsuccessful, the boat grounded itself on a nearby riverbank, with minimal damage. Kool and her father successfully sued the captain for the damage that had been caused.

As for another incident, The New York Times stated, “The Jean K collided with another ship in dense fog and set her hurtling overboard, where she risked being sucked under by the ship’s propeller. A piece of timber floated by, and she grabbed it, as the ship’s passengers hurled life preservers down at her. ‘I’m already floating!’ Ms. Kool (cont. on page 40)

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40 (cont. from page 39)

hollered up to them. ‘Stop throwing useless stuff at me and a send a boat!’”

In 1944, a gas explosion and fire destroyed much of the Jean K. Kool planned to return to the water once it was rebuilt, but she married Ray Blaisdell from Bucksport and moved with him to Maine. Over time, she found that she enjoyed living on land. She even worked for many years selling Singer sewing machines. Blaisdell died in the early 1960s, and approximately five years later, she married John Carney from Orrington. Kool eventually retired after losing both of her legs, due to a vascular disease. She spent her remaining years in a senior care home in Bangor. On February 25, 2009, Kool died from pneumonia at a hospital in Bangor. She was 93 years of age. Fittingly, her ashes were scattered on the Bay of Fundy at Herring Cove, near her birthplace.

As for her legacy, aside from being the first female ship captain in North America, the Canadian Coast Guard acquired a former Swedish icebreaking vessel in 2018. It was refitted and commissioned in May 2019 as the CCGS Captain Molly Kool. The 275-foot vessel includes a crew of 19, including nine officers and 10 crew.

Although Kool received many tributes throughout her career as well as after her death, perhaps one of the best is from her own words. According to The New York Times, “In 1939, after she passed the three long written tests and the arduous harbor examination needed to obtain her master’s certificate, she wired her family back in Alma. The telegram simply said, ‘You can call me captain from now on.’”

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Hancock-Washington-Penobscot Counties

42

The Otis General Store Thriving into the 21st century

by Michael Warren

I

n 1993, Allan Lockyer lamented the “extinction” of general stores that dotted Hancock and Washington counties since the early 1900s. Of the 109 country stores at the turn of the century, only 29 existed when he wrote Claimdiggers and Downeast Country Stores. The data sample for the book was just south of Otis, which was a logging town established on March 19, 1835 by its namesake: Joseph Otis. If Lockyer had adjusted his data sample north by just eight miles, he would have found a store that has done much more than survive. The general store in Otis has thrived throughout 80 years of population growth, demographic change, and economic expansion.

~ Present day - photo taken in 2021 ~

Since the town’s incorporation, there were a few stores that serviced the sawmills and townfolk who relocated here to be close to work and nature. The current store can be traced back to Roland Salsbury, a sawmill owner with a large family of thirteen boys and girls.

He had a big farm in the middle of town and started the business on a small plot of land alongside the dirt road that connected Rebel Hill to Ellsworth.

Since the early 1940s, the local population frequented the general store.

Boys and girls would peddle their bikes for miles to buy penny candy and get a ride on the store pony. Customers bought cigarette packs for a dime. Gasoline was only a nickel a gallon and patrons filled their tanks on the side of the dirt road. The general store also sold groceries, ice cream, soda, clothes, hardware, tools, and fishing tackle on layaway to the locals and cash to newcomers.

As the logging industry moved

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43

DiscoverMaineMagazine.com to other parts of the state, businessmen opened pits to mine dirt, sand, loam, and make gravel and aggregate.

More people found summertime fun on Beech Hill Pond and Green and Graham lakes. Local carpenters, electricians and plumbers built camps and houses. The population base started to gradually increase from the mid-1970s.

About that time Harold Salsbury took ownership of the general store.

He built a new one on the east side of the newly paved road and sold the old store to a couple in town. It is still used today as a family home. Many store owners have toiled behind the counter, increased the customer base, and contributed something to its betterment.

Bob and Nancy Dow finished off the new store and placed it on a sound footing. Doug and Gloria Smith added above-ground fuel tanks and an addition that housed a pizza oven and dining area in the mid-1980s. Russ and Sharon Nealey installed a generator that helped

Last known picture of the Otis General Store on the west side of Rt. 180 (early-1970s)

First known picture of the store on the East side of Rt. 180 (mid-1970s)

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the town survive the famous Ice Storm of 1998. Don “the Governor” and Jen Holt owned the store from 2001 to 2017. They applied and received an agency liquor license in 2008. In 2018, a fire destroyed the addition that Doug and Gloria built on the south side of the store (not in picture). The rebuild quickly added a walk-in beer cooler (beer barn), kitchen cooler and more store space.

Today, Mike Warren and his wife DD run the Otis General Store with help from his brother Russ Nealey. Jason Holt, son of Jen Holt, remained as store manager and is probably the longest tenured employee in the history of the store. Combined, the three-family team has twenty-five years of experience running the business.

The Otis General may have operated as a store for 80 years, but it also served as the center of the community. Parcel and post are still sent and received (cont. on page 44)

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Hancock-Washington-Penobscot Counties

44 (cont. from page 43)

here. Both Otis and Mariaville need to post public documents for review at the store. Every weekday, there is usually a coffee meeting where the old-timers try to solve most of today’s problems.

Visitors from in- and out-of-state usually make the store their first stop to the area. They reflect on the beautiful surroundings of their present location and mingle with the townspeople who work the lands, lakes, and sea. Local tradespeople are sought after to do work on camps and houses while having coffee or lunch at the store. Otis General remains a valuable social institution and has become more ingrained in the fabric of the community since 2019 when the pandemic hit the US. The population base started to grow again with many newcomers buying local properties and building new homes from as far away as San Diego and Seattle to Florida and New York.

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Should I be worried about technology evolving to make the store obsolete?

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gy, he said, dissipated the time it took to move between towns, but Otis will remain a “central place” well into the future based on the beauty of its environment, abundance of resources, and human capital to enjoy the former and develop the latter.

Although Lawrence didn’t mention tourists, they visit often and triple the population base in the summer. The main road that brings tourists to Otis — Route 180 — is now seen as a boon to the store and not a threat as more visitors “take the backway” to Acadia National Forest. As work nears completion of the 1-395 bypass to Route 9, some estimates suggest that road traffic may double as people find an alternate route to Bar Harbor. While Route 180 might bring in more tourists, we still consider it our hometown road and the Otis General our hometown store.

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The A.W. Littlefield Co. store in East Newport. Item # LB2007.1.105514 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org

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Hancock-Washington-Penobscot Counties

46

Maine’s Cold War Memorial

Attests to the sacrifices of military personnel

by Brian Swartz

M

aine boasts various monuments to the Pine Tree State veterans who fought during 20th-century wars. The Maine Vietnam Memorial stands in Augusta’s Capitol Park, the Korean War Memorial in Bangor’s Mount Hope Cemetery, and the World War II Memorial at Cole Land Transportation Museum in Bangor.

A fourth monument, erected not by humans but strewn by Mother Nature, honors the men and women who served during the Cold War, that decades-long unofficial conflict stretching from Nazi Germany’s surrender to the fall of the Berlin Wall. This ad hoc Cold War Memorial lies scattered along Elephant Mountain near Greenville.

Driving many people indoors, bitter winter winds howled across Maine on Thursday, January 24, 1963. With the Cold War almost at the flashpoint, Maine’s deep woods and mountains provided adequate terrain for military aircraft to conduct low-level training missions similar to those that might be flown against the Soviet Union should shooting actually start. On this frigid winter’s day, nine Air Force crewmen aboard a B-52C Stratofortress took off from Westover Air Force Base in Chicopee, Massachusetts to practice ‘nap of the earth’ flying over interior Maine.

Equipped with eight jet engines, the B-52 departed Chicopee at 12:11 p.m.

The crew intended to return at 5:30

p.m. after flying as low as five hundred feet over the northwestern Maine woods and mountains. Sometime around 3-3:30 p.m., all radio communications and radar contact with the plane suddenly ceased. The last radar returns placed the bomber flying westward above Piscataquis County.

Air Force personnel immediately launched a search-and-rescue mission from Dow Air Force Base in Bangor, with rescuers focusing their attention near Katahdin Iron Works. Word soon reached Air Force officials that wreckage had been spotted on Elephant Mountain, which resembles an elephant’s head with the eyes and trunk angled toward the south.

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47

DiscoverMaineMagazine.com Responding in nighttime temperatures that plunged to minus thirty degrees Fahrenheit, rescuers rode aboard snowmobiles deep into the woods near the crash site where wreckage still burned despite the five feet of snow blanketing the rugged terrain. Donning their snowshoes, rescuers then scoured the surrounding forest for the plane’s crew members.

They found two survivors — the pilot, Lieutenant Colonel Dante Bulli, and the navigator, Captain Gerald Adler. Killed in the crash were the co-pilot, Major Robert Morrison, and Lieutenant Colonel Joseph Simpson Jr., Major Robert Hill, Major William Gabriel, Captain Charles Leuchter, Captain Herbert Hansen, and Technical Sergeant Michael O’Keffe. Ironically, Morrison parachuted from the plane, only to die on impact with a tree.

A subsequent and thorough Air Force inspection determined that as the B-52 approached Elephant Mountain

from the east and climbed to clear the mountain’s wooded summit, G-forces and stiff crosswinds struck the fuselage causing the tail to separate from the plane and plummet onto Elephant Mountain’s eastern slopes. Yanking forty degrees to the right, the stricken Stratofortress cleared the summit before plunging to die violently during a brief descent along the mountain’s western slopes.

The wreckage remained in the Moosehead Lake Region forest for decades after the Air Force closed Dow Air Force Base and designated Westover Air Force Base as an Air Force Reserve Base. Relegated to a historical footnote, the actual crash faded into distant memory with only occasional visitors tramping across Elephant Mountain to examine the debris.

Then in January of 1993, the Moosehead Riders Snowmobile Club honored the nine airmen by organizing a thirtieth-anniversary memorial cere-

mony at the crash site. This initial event spurred an annual tradition every January, on a weekend near the actual crash date, when veterans and other snowmobilers sled onto Elephant Mountain and conduct a memorial ceremony amidst the wreckage.

The site is not difficult to find despite its location about eight miles by highway and logging road from Greenville.

Aircraft debris lies scattered generally east to west, the direction in which the B-52 slammed through the thick forest.

A few landing gear struts still mount thick aircraft tires, and an engine with fire-blackened components lies off the access trail.

Elsewhere, aircraft parts, most not recognizable due to the B-52’s disintegration upon impact, rest on the forest floor. One large fuselage section — possibly the aircraft’s cockpit — rests among the debris.

A few years ago, Maine veterans

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Hancock-Washington-Penobscot Counties

48 (cont. from page 47)

and local residents mounted a slate slab at the crash site emblazoned with the names of each crewman aboard the B-52. A separate historical information panel explains how the crash occurred.

Recognizing the site’s significance as a Cold War memorial, landowner Plum Creek banned logging near the crash site.

Today, the Elephant Mountain crash site attests to the sacrifices made by military personnel who defended the United States during the Cold War. Had not America relentlessly countered Soviet domination in Europe, Africa, and Asia, the Soviet Union likely would not have collapsed, and European countries trapped behind the Iron Curtain would not be free.

The nine crewmen aboard the Elephant Mountain B-52 paid a high price so those countries would one day emerge into the daylight of freedom.

Maine’s Cold War Memorial attests to that price.

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50

Machias A Two-Newspaper Village In 1860 One pro-Republican and one pro-Democratic

by Brian Swartz

E

nough Machias-area advertisers and subscribers held either proor anti-Abraham Lincoln views so Machias could support two competing newspapers during the Civil War. Print journalism got an early, albeit brief start in Machias almost 40 years before the war. Believing that “Machias … being the shire town of the county, … offers many advantages” for his planned weekly, Jeremiah O. Balch started publishing the town’s first newspaper, the Eastern Star, on Wednesday, December 3, 1823.

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admitted in ink that he was “aware of the discouragements which would be thrown in his way by men of unenlightened and contracted minds.

“From such he expects, he asks, no aid,” Balch wrote, possibly dissuading potential advertisers.

Balch published his press in the Machias village along East Falls, not far from Washington Academy. The Maine Legislature would split that area from Machias to create East Machias, legally a town on January 24, 1826, but the Star was gone by then.

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51

DiscoverMaineMagazine.com Balch unwisely decided to support Georgian William H. Crawford during the 1824 presidential election rather than fellow New England John Quincy Adams, the winning candidate. The Star became “somewhat unpopular,” advertising and subscriptions dried up, and Balch stopped publishing in late 1824 or early 1825. Machias resumed being a one-newspaper town when commercial printers Edward Millwood Yates and Charles Osborne Furbush started the non-political Machias Union on Wednesday, May 25, 1853.

Born in Greenwood in late December 1830, Yates apprenticed as a printer in Portland. He moved to Ellsworth and married Rose Ann Skillin in June 1852.

They soon relocated to Machias.

Furbush was a Maine native, born in St. Albans in February 1835. He later drifted east to Washington County and married Machias native Julia Frances Manning, only 10 months young-

er than him. Their wedding evidently took place sometime in the mid- to late 1850s; by the 1860 federal census, the Furbushes had a son almost two years old and a seven-month-old daughter.

Concentrating “mostly” on “the central and western sections of Washington County,” the Union was a real broadsheet, each page measuring 36by-24 inches in size. Published as a weekly, the paper cost $2.00 a year, “payable in advance,” and some 500 “actual subscribers” forked over their cash before the first issue appeared.

Yates unfortunately fell sick, sufficiently so that he sold his 50-percent Machias Union interest to Furbush in late 1853 and soon moved away. Furbush edited and published the newspaper until August 1854, when he sold a 50-percent interest to Jonesboro native George Washington Drisko, who took on editorial responsibilities.

A biographer claimed that Drisko

“is not a practical printer,” but he was political. Voters sent him to the State Senate as a Democrat in 1853, and President James Buchanan appointed him the “Deputy Collector for the port of Machias in 1857.” Drisko held that position until ousted by the Lincoln Administration in 1861.

Drisko maneuvered the Machias Union to support the Democratic Party. His political views shifting toward the Republican Party, Furbush continued printing the paper until selling his interest to George A. Parlin in August 1859. Parlin ran the press; Drisko edited the Union.

Meanwhile, Stacy Fowler had launched the Machias Republican in June 1856. Based in a second-floor office on Main Street in Machias, the pro-Republican weekly foundered after 20 months and passed through multiple owners before Furbush bought the

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52 (cont. from page 51)

newspaper in August 1859.

Edward and Rose Ann Yates returned to Machias about this time. They had three young sons, the youngest born by late 1860, and the literary-minded Yates named his oldest son Edgar Allan Poe Yates.

Furbush discussed the Machias Republican with Yates, who approved of the paper being “the [local] organ of the Republican party.” He joined Furbush in publishing the paper.

After Confederate troops shelled Fort Sumter in mid-April 1861, George Washington Drisko unashamedly bashed the Lincoln Administration; he was a Maine “Copperhead” at least several months before the term gained widespread use.

In a post-Sumter issue, Drisko proclaimed that “Lincoln and his Abolition advisers have commenced the shedding of American blood” and that “they have

inaugurated a civil war.”

Drisko editorially thundered against Lincoln et al for the next four years and never hesitated to bash pro-Republican newspapers, especially The Ellsworth American. His ideological competitors often published snippets of Drisko’s acidic tirades in their pro-Lincoln rags because an acerbic Machias Union commentary would stir up readers and increase sales.

And Drisko returned the favor by quoting pro-Republican editorial opinion and then skewering its source.

Machias-area readers evidently enjoyed the political repartee; both newspapers survived the war and kept publishing long afterwards.

And Edward Yates? He joined the 1st Maine Heavy Artillery Regiment as a private in mid-April 1863. Still living in Machias and working as a printer publishing the Machias Republican, he

stood 5-9 and had blue eyes, black hair, and a light complexion.

According to a genealogical source, “his beautifully clear penmanship and other qualifications” led the army to divert him to Washington, D.C. as a “confidential clerk,” employed in the War Department until discharged in late July 1865. Yates resumed the newspaper trade in Lewiston and worked in the industry almost another 30 years.

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Millinocket’s Joe Whalen Early U.S. tennis champion

by James Nalley

I

household with the means to support his education and extracurricular activities. His father then moved the family to Coral Gables, Florida, where he joined the junior tennis league and quickly ascended the ranks, due to his strong but lean stature. By the age of 13, he had won the Florida Boys State Championship.

His big break as a tennis player came at the age of 19 at the U.S. Pro Championships. At that time, professional tennis was in its infancy. According to the Pro Slams Archive, “The U.S. Pro Championships began in 1927. It was an annual tournament held in a different city each year. It remained the top tournament for many years. At some

n the late 1920s, the son of a pharmacy owner in Millinocket picked up a racket and started playing tennis. He then honed his skills and became a state boys champion and eventually, the National Professional Champion. He then toured the country playing exhibitions and tournaments with legends such as Fred Perry (winner of 10 majors), Don Budge (the first to win the Grand Slam of tennis in a single year), and Bill Tilden (the World No. 1 for six straight years (1920-1925) and the first American to win Wimbledon).

Joe Whalen was born in Millinocket on January 14, 1916. The son of a man who owned three pharmacies in the area, he was raised in a moderate

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DiscoverMaineMagazine.com point, it even attracted a sponsor.”

At the 1936 U.S. Pro Championships, held in Tudor City, New York, Whalen made it to the quarterfinals, where he defeated Harold Blauer (6-4, 8-6). This advanced him to the semi-finals, where he faced Ed Faulkner and beat him in three sets (6-2, 6-4, 6-4).

Going into the finals, Charles Wood was the top-seeded favorite. As stated in the New York Times on July 19, 1936, “Joe Whalen of the Larchmont Shore Club emerged as the national professional tennis singles champion by upsetting Charles Wood of the Somerset Hills Country Club in a five-set battle on the Tudor City courts yesterday.

Whalen prevailed after dropping the first two sets (4-6, 4-6, 6-3, 6-2, 6-3).”

Whalen was only 19 years of age.

In 1937, the U.S. Pro Championships incorporated a new event called the U.S. Open. In this case, the quarterfinals onwards were a pro-only tourna-

ment. The U.S. Open was held at White Sulphur Springs, West Virginia, from 1937 to 1941. In the quarterfinals (the 1st all pro round), Whalen easily defeated Alfred Chapin in three sets (6-1, 6-2, 6-3). However, he was defeated by top Czech tennis player Karel Kozeluh in three sets (6-1, 6-4, 6-0). Kozeluh went on to win the championship in five sets against Bruce Barnes.

Meanwhile, the U.S. Pro Championships remained a separate but competing event to the U.S. Open. Whalen continued to enter and compete in the former. For example, in 1938 (held in Chicago), Whalen was defeated in the quarterfinals by Bruce Barnes in four sets, and in 1940 (also in Chicago), Whalen was defeated in three sets by former World No. 1 Bill Tilden. His final pro tournament was in 1941 (also in Chicago), where he made the final 16, but was defeated in three sets by Richard Skeen.

After the outbreak of World War II, Whalen, like many young men of his time, enlisted in the U.S. Army. He was honorably discharged after serving his tour of duty and earning a Purple Heart. According to the Whalen Tennis Company, “Upon returning home, Joe played many tournaments and exhibitions until he was ultimately named head pro at some of the finest tennis facilities in the country, including: the Westchester Country Club (New York), the New Canaan Country Club (Connecticut), and the Ponte Verdra Club and Bolles School (Florida).”

Along with his teaching, Whalen remained busy organizing tennis exhibitions with pro players such as Bobby Riggs, Pancho Gonzalez, and Poncho Segura. He also started publishing a national tennis magazine. As stated by the Whalen Tennis Company, “It was during the organization of his tennis exhibitions that he was put into (cont. on page 56)

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56 (cont. from page 55)

the situation of needing a tennis court surfaced prior to the beginning of each exhibition. Being unable to find someone that could do the work well and to his standards, he decided to repair and resurface the court himself. This led to the eventual tennis court construction business that he started and ran from 1957 to 1978.” Originally, the name of the business was The Whalen Surfacing Company, but it soon became the Whalen Tennis Company based in Jacksonville, Florida.

In 1978, Whalen retired and sold his company to his son Gary. Whalen remained active in the community and enjoyed traveling. He died on November 9, 1992, in Jacksonville, Florida.

He was 76 years of age. As for his legacy, the Whalen Tennis Company is still actively producing tennis facilities and high-quality courts at nationally ranked venues such as Amelia Island Plantation, the Sawgrass Country Club, the

Priest boarding house in Enfield. Item # LB2007.1.105775 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org Sea Pines Country Club, Disney World, etc. The company has also met and exceeded the NCAA standards at numerous top universities across the south.

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Bangor’s Robert Winslow Gordon Pioneer in recording American folksongs

by James Nalley

I

n the 1920s, unlike other folklorists, a Maine-born man abandoned his career in academia, since he believed the related duties interfered with his goal of learning more about folksongs in the United States. He then became a freelance writer who supported himself by writing articles in popular magazines. Meanwhile, he carried his heavy cylinder recorder and traveled the country recording the diverse songs from the San Francisco waterfront to the Appalachian Mountains. In total, he had recorded approximately 1,000 cylinders, with roughly 10,000 song texts.

Robert Winslow Gordon was born in Bangor on September 2, 1888. Accord-

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ing to his biographical article by the Library of Congress, “As a youth, he was fascinated with technology and tinkered with radios, airplanes, and cameras. Later, at Phillips Exeter and then at Harvard, he continued his technical experiments.” Interestingly, although Gordon received a privileged education, “He worked hard both in and out of the classroom.” For example, “He waited tables, sold subscriptions, and took numerous other odd jobs to pay for tuition, books, and inevitably, radio and camera parts.”

In 1906, Gordon attended Harvard University, where he studied English (cont. on page 58)

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literature, and then served in various roles in the English Department until 1916. During that time, he met many scholars who eventually made major developments in the field of American folklore studies. As stated by the article “Folk-Songs of America: The Robert Winslow Gordon Collection, 1922–1932” (1978) by Deborah Kodish, “Although he knew these men, Gordon was highly independent. Even as a student, he was known for his thoroughness and perfectionism that were both to bless and plague his career.”

In 1917, although Gordon had yet to complete his Ph.D. dissertation, he accepted a position as an assistant professor in the English Department at the University of California, Berkeley.

He, his wife, and 3-year-old daughter promptly moved West. Although he performed the usual duties, such as teaching graduate courses and supervising theses/dissertations, Gordon

greatly differed from his colleagues.

According to Kodish, “While others typically took down ballad texts from graduate students, Gordon spent much of his time collecting songs on the Oakland and San Francisco waterfronts, where he won the cooperation of sailors, captains, hobos, and convicts.”

In fact, from 1917 to 1924, Gordon collected more than 1,000 sea shanties, of which approximately 300 were recorded on cylinders. At that time, it was the largest collection of maritime songs in existence. However, he was not interested in the number of recordings.

Instead, he became fascinated with the role those Afro-American traditions played in the development of sea shanties. Meanwhile, his colleagues at Berkeley failed to acknowledge his fieldwork. As stated by Kodish, “Few of them knew what he was doing on the waterfront, and many expressed that he should spend his time in more orthodox

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academic pursuits.” In response, Gordon simply continued his work.

In 1923, Gordon was asked by Arthur Sullivant Hoffman, the editor of the magazine Adventure, to oversee the folk music column “Old Songs that Men Have Sung.” Specifically, by printing songs that his readers requested, Gordon not only used the column to build an immense and diverse collection of folksongs, but he also established a broad network of informants from all over the country as well as overseas. Like his other endeavors, his connection with the magazine proved to be more useful outside of academia than on campus. According to the Library of Congress, “The column, which was later praised by folklorist Archer Taylor as the greatest contribution to the study of American folksong, was another source of dissatisfaction to Gordon’s colleagues at Berkeley.”

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DiscoverMaineMagazine.com ic year, English Department politics threatened the job of Gordon’s lifelong friend and colleague. In his defense, Gordon embarrassed the department head and was promptly sent on sabbatical for the year. He was also informed that he would not be rehired. Accordingly, Gordon resigned and returned to Harvard, with the goal of completing his dissertation. However, he chose to take a year-long trip in 1925 to focus on creating a definitive collection of American folksongs.

In order to fund his project (and support his family), Gordon obtained a contract for a series of articles in The New York Times Magazine, a $1,200 traveling fellowship from Harvard, donations of equipment from the Edison, Ford, and Eastman companies, and loans from friends. In this regard, Kodish wrote, “His resources amounted to little, and his trips constantly trembled on the brink of financial disaster. Nev-

ertheless, with the discovery of plentiful material and willing informants, he abandoned his original itinerary and expanded one year of fieldwork into four.”

Over the next four years, Gordon traveled many miles out of his way to track down information leading to specific songs. For example, on his way to Asheville, North Carolina, he made a detour to interview two men claiming to be the authors of “The Wreck of Old 97,” the first hillbilly record to sell a million copies. Additionally, he met a young banjo player, Bascom Lundsford, who sang into Gordon’s cylinder machine and introduced him to many other musicians/singers from the area.

In December 1925, Gordon reunited with his family and settled at his mother’s childhood home in Darien, Georgia. There, he set out to record the Afro-American traditions in the region, including boat songs and hymns from

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local black churches. Meanwhile, according to Kodish, “All of Gordon’s Georgia informants lived within a day’s drive of Darien, but he did not have enough cash to buy gasoline. Nor did he always take the car on field trips; he knew the countryside for 15 miles around Darien from his long walks.”

Although money continued to be a problem, Gordon refused to end his research.

In order to continue his pursuits without financial worry, Gordon met with Carl Engel, Chief of the Music Division at the Library of Congress, in 1926. When Gordon requested institutional support, Engel promptly accepted, since the latter hoped to establish a graduate institute for the study of musicology at the library. In July 1928, Gordon was appointed by Herbert Putnam, the Librarian of Congress, as Director of the Archive of American Folksong. (cont. on page 60)

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60 (cont. from page 59)

Although Engel, Putnam, and Gordon believed in the importance of collecting American folksongs, the former two did not agree with the latter’s approach. In other words, they wanted Gordon to remain in residence at the library. Meanwhile, Putnam and Engel became tired of repeatedly writing Gordon in order to determine his whereabouts. Sensing their deteriorating relationship, Gordon moved with his family to Washington, D.C. in September 1929.

Although Gordon limited his fieldwork to West Virginia and Virginia, the Great Depression ended the funding of his position. By 1933, the remaining funds were depleted and Gordon’s position was eliminated. As stated by Kodish, “He spent his final year at the library indexing the text he had amassed as editor of the “Old Songs” column, the transcriptions from his fieldwork, and the collections of other folklorists.”

From 1943 to 1958, Gordon served as Professor of English at George Washington University. He died on March 26, 1961, at the age of 72. As for his legacy, perhaps the Library of Congress stated it the best: “The field recordings Gordon made reflect his broad research interests and his unusual eclecticism. To him, the recordings

were exciting aesthetically, theoretically, and technically. To us, listening 50 years later, they are perhaps even more exciting, for time has added another di-

mension. We appreciate them for what they tell us about the epoch in which they were recorded and the man who recorded them.”

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BUSINESS

DIRECTORY OF ADVERTISERS PAGE

A.C. Inc. Quality Seafood..................................................27 A.N. Deringer, Inc. ..........................................................53 A.R. Whitten & Sons Inc. ..................................................4 ABM Mechanical, Inc. .....................................................38 Access Auto.....................................................................56 Acres Away Realty............................................................34 Action Septic Service........................................................19 ADA Fence Company, Inc. .............................................44 Adam Qualey Incorporated...............................................33 Amherst General Store & Restaurant...............................59 Andy's Auto Repair...........................................................59 B&W Glass.......................................................................48 Bagel Central....................................................................57 Bangor Natural Gas..........................................................39 Bangor Truck Equipment..................................................37 Bangor Window Shade & Drapery Company..................38 Bar Harbor Campground..................................................22 Bar Harbor Chamber of Commerce...................................9 Bar Harbor Ferry...............................................................23 Bar Harbor Inn..................................................................24 Bass Harbor Campground..................................................8 Bean Maine Lobster..........................................................12 Bears N' Me Maine Made Gifts..........................................18 Benny's Body Shop & Automotive Repair.........................61 Ben's Auto Body...............................................................62 Blacks Heat Pumps..........................................................37 Bloomer, Russell, Beaupain..............................................39 Blue Hill Cabinet & Woodwork..........................................17 Blue Hill Co-Op...................................................................6 Blue Hill Peninsula Chamber of Commerce.....................16 Bluenose Cottage.............................................. ...............26 Bowers Funeral Home......................................................54 Briarwood Motor Inn.........................................................34 Brookings-Smith............................................................4 Brooks Tire & Auto............................................................45 Bucksport Golf Club.........................................................15 Bucksport Inn...................................................................15 Bucksport Regional Health Center...................................15 Burnham Tavern Museum................................................50 Café 2 Casual Fine Dining................................................21 Café Drydock & Inn............................................................8 Call Construction..............................................................43 Carousel Diversified Services...........................................37 Carroll Drug Store...............................................................9 Carroll F. Look Construction Co. Inc. ...............................11 Carter's Citgo......................................................................5 Cary Brown Trucking & Excavating..................................31 Cedar Ridge Gunworks....................................................10 Central Maine CBD...........................................................14 Chalet Moosehead Lakefront Lodging............................46 Champion Concrete Inc. ..................................................22 Clark Insurance Agency....................................................53 CMD Powersystems.........................................................58 Coach House Restaurant.................................................58 Cold River Campground...................................................41 Colin Bartlett & Sons, Inc. .................................................3 Collin's Coastal Lawn Care..............................................31 Complete Hydraulics, Inc. ...............................................45 Complete Tire Service, Inc. ...............................................7 Cottonwood Camping & RV Park....................................11 County Concrete, Asphalt & Paving.................................26 Cranberry Cove Ferry........................................................23 Crandall's Hardware.........................................................55 Cummings Health Care Facility, Inc. ................................35 Cyr Northstar Tours..........................................................36 D&D Paving, Inc. .............................................................32 Dexter Lumber Company.................................................59 Dirigo Waste Oil................................................................14 Doug Gott & Sons Inc. ......................................................8 Dover Hardware...............................................................62 Downeast Septic Service Inc. ........................................30 Downeast Windjammer Cruises.......................................23 Dr. Durwin Libby, DMD.....................................................35 Drinkwater Variety.............................................................55 Drinkwaters Cash Fuel.....................................................56 Eagle's Lodge Motel.........................................................19 Eastport Area Chamber of Commerce............................53 Eastport Health Care, Inc. ...............................................29 Eastport Windjammers.....................................................29 Eat-A-Pita.........................................................................21 Ellsworth Chain Saw...........................................................7 Ellsworth Area Chamber of Commerce...........................18 Ellsworth Moose Lodge......................................................6 Elwood Downs Incorporated.............................................56 Enfield Citgo & Service Center.........................................56 Exeter Country Store.........................................................60 Feed Commodities International.......................................44 Fort View Variety.................................................................5 Freeport Antiques and Heirlooms Showcase...................12 Freightliner & Western Star of Maine...................................5 G.F. Johnston & Associates...............................................21

BUSINESS

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Gatcomb Painting & Design..............................................23 Gateway Inn......................................................................33 Gateway Lunt's Lobster Pound.........................................19 Gerald L. Wood & Son LLC..............................................50 Gordius Garage & Island Motors........................................8 Gray Earthworks...................................................back cover Greater Northern Paving...................................................40 Guilford Hardware.............................................................61 Guptill's Lawn & Garden...................................................50 Gutter Guys.......................................................................26 H&R Block - Dover-Foxcroft..............................................62 H.C. Haynes, Inc. ............................................................55 H.C. Rolfe & Sons, Inc. ...................................................11 Haley Power Services.......................................................43 Hammond Lumber Company............................................38 Hanington Bros., Inc. .......................................................54 Harbor View Motel and Cottages.....................................20 Harrigan Learning Center and Museum...........................48 Harris Drug Store..............................................................47 Harris Point Cabins & Motel..............................................29 Herrick Excavation............................................................47 Hometown Health Center..................................................44 Homewood Farm..............................................................16 Houlton Floral Designs......................................................32 House in the Woods..........................................................34 Howard Clouston Trucking................................................38 HW Dunn & Son Inc. ..........................................................6 Hy-Grow Organics.............................................................32 Ideal Recycling Inc. .........................................................43 Island Auto Repair.............................................................24 Island Fishing Gear & Auto Parts........................................6 J&J Construction...............................................................27 J. McLaughlin Construction, LLC......................................32 J.M. Brown Construction General Contractor, Inc. ..........40 Jack's Air Service..............................................................46 Jerry's Shurfine.................................................................54 Jimar Construction Products LLC......................................41 John R. Crooker Insurance Agency..................................16 Johnson Foundations........................................................49 Judd Goodwin Well Company...........................................47 Katahdin Shadows Campground & Cabins......................55 KC's Country Store...........................................................61 Kimball Insurance, L.L.C. .................................................61 King's Appliances & Floor Coverings................................44 Leclair Construction..........................................................58 Levesque Business Solutions...........................................40 Lighthouse Inn & Restaurant.............................................22 Lighthouse Digest.............................................................28 Lincoln Powersports..........................................................56 Linda Bean's Maine Kitchen & Topside Tavern.................12 Linda Bean's Maine Wyeth Gallery...................................12 Linda Bean's Perfect Maine Vacation Rental....................12 Look Lobster Co. ..............................................................28 Lubec Hardware................................................................51 Machias Bay Area Chamber of Commerce......................50 Machias Wild Blueberry Festival.......................................28 Magoon Realty, Inc. ..........................................................7 Magoon's Transportation & Energy, Inc. .............................7 Maine Collision Center.......................................................37 Maine Dept. of Inland Fisheries and Wildlife......................20 Maine Equipment Company................................................4 Maine Highlands Federal Credit Union.............................46 Maine Historical Society......................................................3 Maine Lobstermen’s Association.......................................41 Maine Veterans' Homes....................................................28 Maine’s Outdoor Learning Center......................................62 Mainescape Garden Shop...................................................6 MaineWay Mechanical......................................................31 Maniac Offroad Auto Sales...............................................43 Mattawamkeag Wilderness Campground.........................33 Maynard's in Maine...........................................................48 McCain Foods...................................................................32 McClure Family Funeral Services.....................................50 McFadden's Variety...........................................................51 Milford Motel on the River..................................................35 Momo's Cheesecakes.......................................................18 Moosehead Historical Society & Museums......................60 Moosehead Motorsports...................................................47 Morris Fire Protection........................................................46 Morrison Manufacturing Services......................................52 Motel East................................................................ .........30 Natural Living Center.........................................................40 New England Bait LLC.....................................................27 Newport Glass..................................................................44 Nook & Cranny Restaurant...............................................53 North Woods Real Estate.................................................33 Oakland House Seaside Inn & Cottages..........................16 Ogunquit Beach Lobster House.......................................12 Oli's Trolley........................................................................24 Osborne's Plumbing & Heating, Inc. ...............................15 Otis General Store............................................................42

BUSINESS

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Paredes Painting & Pressure Washing, LLC....................22 Parker Ridge Retirement Community................................18 Pat's Pizza - Hampden, Holden, Orono.............................37 Peavey Manufacturing Co. ..............................................41 Penobscot Marine Museum..............................................13 Penquis Rental..................................................................61 Pepper's Landing Lobster Co. ..........................................36 Perry O' Brian - Attorney at Law.........................................57 Pine Grove Crematorium.....................................................4 Piscataquis Chamber of Commerce..................................49 Pleasant Hill Campground................................................43 Portable Restroom Rentals..............................................43 Prodigal Excavation..........................................................57 Rainwater Solutions............................................................5 Red's Automotive..............................................................41 Richard Parks Furniture.......................................back cover Rick's Repair.....................................................................61 Rideout's Seasonal Services............................................49 Robert O. Quint & Son, Inc. Excavation Contractors...........34 Robinson's Cottages.........................................................31 Rocky Shore Realty...........................................................10 Roger's Market Inc. .........................................................57 Roosevelt Campobello International Park.........................29 Rooster Brother....................................................back cover Rowell’s Garage Car Wash...............................................62 Rowell's Garage Sales & Service......................................62 Runnells Property Maintenance........................................17 Ruth & Wimpy's Restaurant..............................................25 Sackett and Brake Survey, Inc. ........................................49 Salsbury's Organic Garden Supplies................................10 Savage Paint & Body........................................................31 Sawmill Woods Golf Course.............................................59 Schooner Gallery Contemporary Fine Art..........................11 Seawall Motel and TideWatch Suites.................................21 Sebasticook Valley Federal Credit Union..........................45 Shannon Drilling Water Wells...........................................28 Shirley's Yarn & Gifts........................................................23 Sign Services Incorporated of Maine...............................45 Southwest Harbor & Tremont Chamber of Commerce.......9 St. Croix Valley Chamber of Commerce...........................53 STEad Timberlands, LLC.................................................54 Steinke & Caruso Dental Care............................................5 Stonington Lobster Co-op.................................................16 Sturdi-Bilt Storage Buildings LLC.....................................33 Sullivan's Wrecker Service...............................................36 Sully's By The Sea Property Management.......................51 Summit Sound Home Audio & Theatre............................57 Sunrise Realty...................................................................50 Sunset Park Marina..........................................................31 Tate Brook Timber Company.............................................35 Taylor's Katahdin View Camps..........................................54 The Black Sheep.................................................................7 The Burning Tree.................................................................9 The Fish Net.....................................................................18 The Lobstore Seafood Market..........................................25 The Merle B. Grindle Agency Insurance...........................17 The Milbridge House Restaurant......................................25 The New Friendly Restaurant...........................................53 The Pioneer Place, U.S.A. ..............................................54 The Red Barn Motel..........................................................25 The Salvation Army - Houlton............................................32 Thomas W. Duff Financial Advisor - Brewer......................41 Thomas W. Duff Financial Advisor - Millinocket.................34 Tim Merrill & Co., Inc. ......................................................49 Timberland Trucking Inc. ..................................................55 Town of Enfield..................................................................56 Town of Lincoln..................................................................35 Town of Winter Harbor.......................................................10 Tucker Auto Repair...........................................................60 Varney's Newport Ford.....................................................59 Vazquez Mexican Food.....................................................11 Vintage Maine Images.........................................................3 W.S. Emerson Company...................................................41 Walls TV, Appliances & Home Furniture............................51 Wardwell Construction & Trucking Corp. ..........................14 Ware's Power Equipment..................................................56 Washington County Community College...........................30 West Quoddy Station........................................................51 West's Coastal Connection...............................................38 Whited Truck Center..........................................................39 Whitney's Family Supermarket.........................................37 Whitten's 2-Way Service, Inc. ...........................................40 William Coffin & Sons........................................................11 Williams & Taplin Well Drilling Services...............................4 Williams Family Farm........................................................58 Wilsons on Moosehead Lake............................................47 Wing Wah Restaurant.......................................................55 Winter Harbor Food Service.............................................10 Wreaths Across America...................................................26

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Richard Parks Furniture

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