2012/13 Southern Maine Edition

Volume 9 | Issue 8 | 2012/13

DiscoverMaineMagazine.com

Maine’s History Magazine

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Southern Maine

The Forest City Irish Portland’s notable Irish

Memories Of Bustins Island Teenage summers off the Freeport coast

The Holland Blanket Story Limerick mill experienced decline and rebirth

Discover Maine’s Winter Activities! Pages 51-65

www.DiscoverMaineMagazine.com

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Southern Maine

Inside This Edition

2 3

It Makes No Never Mind James Nalley

Freddy Parent: The Little Player That Could Biddeford’s famous baseball MVP James Nalley 10 The Holland Blanket Story l Limerick Mill experienced decline and rebirth Charles Francis

Maine’s History Magazine

6

13 Sebago-Long Lakes Region Long A Tourist Mecca Canal and lock system played a major role

Charles Francis 16 Harry Lord And The First BoSox Team South Portland grocery store owner died in Westbrook in 1948

Charles Francis 21

23

Patience Sampson Hanged In York l Murderous woman is put to death Erick T. Gatcomb Sumner Kimball l Sanford man established the Life-Saving Service Ian MacKinnon

28 Forest City Irish l Portand’s notable Irish

Matthew Jude Barker 36 Portand’s George Leavitt

Famed Arctic whaler

Charles Francis 40 The Skolfield-Whittier House l Brunswick’s Victorian time capsule

James Nalley 43 From Bath To Chief Of U.S. Naval Operations

An immigrant’s remarkable rise Charles Francis

46 The Excommunication Of Augusta Stetson

Waldoboro woman banned from church Charles Francis

50 The Genealogy Corner l Mystic Seaport Museum: An untapped resource for downeasters with seagoing ancestors

Charles Francis 54 Memories Of Bustin’s Island l Teenage summers off the Freeport coast

Charles Francis 58 The View From My Rowboat l Memories of Boothbay Harbor

Barbara Whitepine 60 Old Glory Wings To Glory From The Beach Pilot vanishes after Old Orchard Beach takeoff

Ian MacKinnon 66 The Life And Times Of Roaring Dan Seavey

Maine’s only native pirate was Scarborough-born

Charles Francis 71 Recuperating Soldier Diverted His Future Love From Her Intended Date

A World War II love story Ian MacKinnon

76 The Hannah Simmons And Barnabas Fountain Mysteries A quest for Discover Maine readers

Charles Francis

Southern Maine Publisher Jim Burch

Designer & Editor Liana Merdan

Advertising & Sales Manager Tim Maxfield

Advertising & Sales Barry Buck Tim Churchill Mike Conlon Chris Girouard Tim Maxfield

Office Manager Liana Merdan

Field Representative George Tatro

Contributing Writers

Matthew Jude Barker Charles Francis/fundy67@yahoo.ca Erick T. Gatcomb Ian MacKinnon James Nalley Barbara Whitepine

Published Annually by CreMark, Inc. 10 Exchange Street, Suite 208 Portland, Maine 04101 Ph (207) 874-7720 info@discovermainemagazine.com www.discovermainemagazine.com Discover Maine Magazine is distributed to town and municipal offices, fraternal organizations, shopping centers, libraries, newsstands, grocery and convenience stores, hardware stores, lumber companies, motels, restaurants and other locations throughout this part of Maine.

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SUBSCRIPTION FORM ON PAGE 11

Front Cover Photo: Sample’s Shipyard in Boothbay Harbor #301270 from the Atlantic Fisherman Collection and www.PenobscotMarineMuseum.org All photos in Discover Maine’s Southern Maine 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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DiscoverMaineMagazine.com

It Makes No Never Mind

by James Nalley

L

ong ago when I first visited southern Maine, I simply arrived in Portland’s “Jetport” much like any other tourist ready to smell the salt air, walk the cobblestone streets, and “don a bib” and dig into some boiled lobster. But being a fairly observant person who enjoys taking in the culture, I immediately noticed an obvious characteristic that set so-called Mainers aside from their New England counterparts: their interesting sayings.

In fact, practically everywhere that I visited, my ears latched on to someone with a strong accent saying something so comfortably that my “foreign” ears naturally gravitated toward them. Take for instance, the title of this article. I first heard this in a grocery store in Saco when a customer responded to a butcher about what cut of meat he wanted. Simply meaning “it doesn’t make a difference,” this saying could be used in many situations and simply reminded me of the uniqueness of the region. Another one that I found uniquely interesting was “Trustafarian.”

This somewhat strange term represents a spoiled young adult who lives a bohe-

mian lifestyle even though a substantial trust fund makes it entirely possible. In this case, I overheard someone in a coffee shop in Kennebunkport say, “You know, the problem with Paul is that he continually calls himself an artist, but in all reality, he’s just another one of those trustafarians that you see along the southern coast.”

Speaking of southern coast, southern Maine in particular includes Portland, the state’s largest urban area. Beautifully perched on Casco Bay, it offers travellers an active waterfront and historic old port complete with passenger ferries and fishing trawlers that bring in the “catch of the day.” But as you look deeper, past the thriving arts district filled with crowds, you can find an incredible history associated with its seaport and maritime activities as well as the southern coast, which has welcomed generations of proud European immigrants who have called Maine “home” for more than a century. Naturally, all of these aspects have inspired countless writers and artists to come, as they say, “down country.”

As always, the stories in this Southern Maine issue of “Discover Maine” will hopefully inspire and perk your interest enough to find out more. Sometimes these stories include heart-wrenching struggles

of individuals while others explore manmade structures such as lighthouses that have guided weary sailors home to safety since the early 18th century. These stories go far beyond the tribulations of “weekenders” up from Massachusetts and Connecticut. So, sit down, grab that dark and hearty cup of Maine coffee, and enjoy.

Meanwhile, inspired by the southern Maine coast and its fishing lore, I will close with the following: A captain of a fancy yacht approaches a pier on the southern coast and notices a man fishing. The captain asks, “Hey, old timer, how much water do I have up ahead?” The fisherman replies, “Plentay.” The captain, unsure of the water level asks, “Hey, old timer, are you sure there is enough water for me ahead?” The fisherman again replies, “Ayuh, plentay.” Ten seconds later, the yacht runs aground 12 feet from the pier. The captain yells, “Old timer! You told me there was plenty of water!”

With a smile, the fisherman simply says, “Ayuh, plentay of water, just spread kinda thin.” The morale of the story: NEVER call a Mainer an old timer.

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Freddy Parent: The Little Player That Could

Biddeford’s famous baseball MVP

by James Nalley

I

t was 1896 and a 21-year-old man had just completed another grueling work week at the Goodall Worsted textile company in Sanford, Maine. With plans for a better life, he approached his 16-year-old girlfriend Fidelia LaFlamme, and proposed to her with the statement, “I want to marry you, but I do not want to work in the mill. OK?” She accepted, fully aware of his potential away from the factory.

Just two years later, this young “scrubball” player would realize his dream of playing in his first major league baseball game, and by 1903 he was selected as the Most Valuable Player (MVP) for the Boston Americans when they clinched history’s first World Series Championship.

Alfred Frederick Parent was born on Nov. 25, 1875 to French-Canadian immigrants in the town of Bidd-

eford. As the oldest of ten children in a crowded household that survived on their father’s fireman salary, “Freddy” did what many other young men did to help out — he worked at one of the thriving textile mills. At the age of 14 he quit school and landed a job in the harness shop at Biddeford’s Laconia Mill where he earned 65 cents a day.

This was also the time when his love of baseball began. When he was not working, he played “scrub ball” in random back lots and even captained a team that he had organized. By the age of 16 he moved to Sanford, where he worked in the weave room at the Goodall Worsted Company and played amateur ball games whenever he could.

Due to his diminutive size of 148 pounds and five-feet-five-inches in height, Parent’s introduction into baseball league play was only as a second-

ary player on Sanford’s team. As Parent recalls in the “Baseball Biography Project (BBP)” by Dan Desrochers, “Everybody pretty nearly told me I was too small to play baseball and that I would never make a player anyhow.” But his big chance came when the short-handed first team needed a shortstop. With all of the determination in the world, this scrappy young player developed into one of the strongest infielders in the region, where he earned the nickname of the “Flying Frenchman.” During the next two years, he honed his skills by playing on not one but TWO teams in Maine and New Hampshire.

In 1898 Parent began his first professional season with the Connecticut League in New Haven. With a rookie batting-average of .326, he helped propel the New Haven team into a second-place finish. One year later, the Three Generations of Service Locally Owned & Operated

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DiscoverMaineMagazine.com major-league Brooklyn Superbas paid a sum of $1,000 for his release to replace the injured Hughie Jennings. After they changed their plans, Parent was sent instead to play for the St. Louis Perfectos on a trial basis where (as second baseman) he helped the Perfectos win their first game of the season. But after Parent sprained his ankle, the Perfectos quickly released him, stating that he needed more experience by playing in the minor leagues. He returned, once again, to play for New Haven.

Not one to return quietly, Parent excelled in all areas. According to Baseball Almanac, he helped New Haven clinch the 1899 Connecticut League Championship. His individual statistics were incredible, with a batting average of .349 and 76 runs scored. In 1900 he played shortstop in the more advanced Eastern League on the Providence Grays, where he led them to their championship with a batting average of .287 and 23 stolen bases, 21 doubles, six triples and four home runs. With a momentum that seemed unstoppable, Parent returned to the major leagues in 1901, this time with the Boston Amer-

icans.

As stated by the “BBP,” Parent’s hustle and explosive efforts would endear him with the Boston fans: He was a wrist hitter, slapping balls to all fields.

He hovered over the plate with an exaggerated piece of lumber. Known as an excellent bunter, Parent also showed some power. In 1901 he augmented a .306 batting average with 36 extra base hits. Crowding the plate enhanced his bunting and opposite field hitting, but it also exposed him to being hit by pitches. He ranked sixth in the AL in times hit by pitch in the first decade, including multiple blows to the head.

But despite the occasional blows, Parent had helped the Boston Americans thrive. Paired up with another star player, Hobe Ferris, the duo became an imposing double-play force. “Like the famous National League keystone duo of Johnny Evers and Joe Tinker, Parent and Ferris went years without speaking to one another. Fortunately, the proud and quiet Parent and hot-headed Ferris outweighed their lack of verbal discourse (and) translated the competition into defensive brilliance.”

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(Continued on page 8)

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(Continued from page 7) During the next five seasons, Parent’s batting average dropped much like any other aging player. But as his batting averages declined his salary battles with owners rose substantially.

According to “BBP”: When he first signed with Boston, he demanded an extra $300, and got it. In 1904 he demanded Boston match Cincinnati’s John Brush’s offer of $4,000 per year.

He got it. In 1907 Red Sox owner John Taylor was in dire financial straits and proposed cutting Parent’s reported salary of $4,250. Freddy held out and his stunt cost him his starting shortstop position and precipitated his trade to the White Sox. After three struggling seasons with the White Sox, Parent was sold to the Baltimore Orioles where he gained coaching experience and mentored a freshly signed, 19-year-old player known as Babe Ruth. According to Parent: “I coached Babe more than anybody else at the time. I remember

he was pitching in the late innings of a close game and there were two outs and the bases loaded and a dangerous left-handed hitter was up. He got two strikes on him, and I ran out and told him to waste a pitch. The next pitch he threw was right up the middle. Oh gee, a triple. Babe comes in and I said, ‘What happened?’ He said, ‘I threw one waist high, didn’t I?’” Parent later noted, “I used to see Ruth after he became a big star and I’d ask him how his waist pitch was. He did not like it much.”

After a 12-season career, Parent retired from major league baseball as a .262 hitter with 20 home runs and 472 RBIs. His incredible defensive plays saved four no-hitters, including Cy Young’s perfect game. From 1918, he became a player-manager with the Eastern League in Springfield, Massachusetts, and eventually the head coach at Colby College and assistant head coach at Harvard University. In 1936 he

was awarded a Lifetime Achievement Award by the American and National Leagues for his “meritorious service to the game.” He spent his remaining years enjoying the outdoors in his home state of Maine, where he was seen doing everything from hunting to fishing.

He died on Nov. 2, 1972 and was buried in Sanford. He was the last remaining team member of the 1903 World Series and one of the last 19th-century players of the Deadball Era. According to interviews with Parent about what baseball was like back then, he simply stated, “People get real excited when someone throws a paper cup or something at a player these days.

They didn’t throw those kinds of things in my days. They threw beer bottles.

And they aimed at your head.”

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The Holland Blanket Story Limerick mill experienced decline and rebirth

by Charles Francis

T

he story of blankets runs through the early history of the town of Limerick like a unifying theme.

In 1668 Francis Small, a trader from Kittery, bought much of the land that would become Limerick from the Indians for two blankets and a few odd sundry other items. (The other items included two gallons of rum, some powder and ball and strings of beads.)

For the next 150 or so years Limerick was a farming and lumber town.

In the years before the Civil War, however, manufacturing began to take hold as blacksmiths, tanners and furniture makers came to utilize the water power potential of the Ossipee River. Then in 1846, James Bradbury established the first of Limerick’s textile mills, the Limerick Manufacturing Company.

In 1857 Bradbury’s company passed into the hands of one Joshua Holland.

Under Holland the Limerick Manufacturing Company would attain national prominence as the Holland Blanket Company.

The Holland Blanket Company first prospered because of the Civil War. Joshua Holland secured a government contract to supply blankets to the Union Army. Holland’s business was so prosperous in the Civil War and post war years that the lower section of Limerick became known as Hollandville. For a time, Holland blankets set the standard for the industry, as housewives across the country looked to the brand name as the best blankets to be had at the best price. By the turn of the twentieth century the Holland Blanket Company had fallen on hard times. The company was in difficult financial straits, machinery had not kept up with the trends in modernization of the day, and management

continued to exercise business practices of the Civil War years. Then Charles Moulton stepped into the picture, and the old Holland Blanket Company was reborn as Limerick Mills.

In the first decades of the twentieth century the name Moulton and Limerick Mills were synonymous. It was Charles Moulton who brought together the group of businessmen who saved Holland Blanket from bankruptcy. It was Moulton who owned every share of the newly capitalized Limerick Mills (except those individual shares whose ownership allowed the directors to sit on the company’s board). It was Moulton who, as company treasurer, managed the development of the infrastructure necessary for Limerick Mills to expand. This infrastructure included increased water power sources, and the development of local quarries for build-

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DiscoverMaineMagazine.com ing. Eventually Limerick Mills water power developments evolved into the Western Maine Power Company serving much of southwestern Maine.

Western Maine is now part of Central Maine Power. And it was Moulton who made contracts with companies like Goodall Mills of Sanford and kept the latter giant from absorbing the smaller company. In short, it was Moulton who almost single-handedly kept the tradition of Holland Blanket alive.

While it was Joshua Holland who introduced textile manufacturing to Limerick, it was Charles Moulton who turned the town into one of the foremost textile centers in all of New England. And this was at a time when New England meant American textiles.

As such, Moulton’s personal story as a businessman is a fascinating one. It begins in Limerick when a thirty-four year old Moulton is hired for a sixweek stint as a cashier at the Limerick National Bank in 1889 and continues for the rest of his life.

Charles Moulton was born in Alfred

in 1864. After working in the office of the York County Registry of Deeds and holding a number of other positions which would have led none to suspect that he was acquiring the basics of business acumen that would prove so beneficial to Limerick in his later years, Moulton accepted the temporary position at Limerick National Bank. It was in those few short weeks that he came to see the potential of the troubled Holland Blanket Company. Intriguingly, Moulton would also go on to become president of the Limerick National Bank.

Late in 1899 Moulton secured the commitment of a number of area businessmen to renovate Holland Blanket.

The most important of the group was J. Merrill Lord of Parsonsfield. Lord was himself a major mover and shaker in the Ossipee Valley. His projects included the founding of the Ossipee Valley Telephone Company.

Limerick Mills was incorporated in 1899. The president was Charles Adams. J. Merrill Lord was clerk. Charles

Moulton was treasurer. Moulton secured the new company’s modest capitalization of $30,000.

The early years of Limerick Mills were marked by a succession of problems and troubles all of which were solved, thanks largely due to the persistence of Charles Moulton. When the company’s water power source proved inadequate, a new dam was constructed with stone from a nearby quarry.

Then more power was needed. This led to the construction of the Ledgemere Power Station on the Little Ossipee.

The Ledgemere hydroelectric station evolved into the Western Maine Power Company.

By 1905 Limerick Mills had a capitalization of $100,000. In 1909 it reached $300,000. In the Roaring ‘20s it topped half a million.

Limerick Mills was known not only for its blankets, which were made from the finest worsteds and mohair, but also for plush used in automobiles and Pullman cars. The latter products were marketed in conjunction with Goodall (Continued on page 12)

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(Continued from page 11) Mills of Sanford.

As for Charles Moulton, he is remembered not only for his involvement with Limerick Mills but also for his community-minded services in his adopted hometown. He was a longtime trustee of Limerick Academy.

During World War I, Moulton was instrumental in seeing to the success of the town’s Liberty Loan Drives.

The story of Holland Blankets is a remarkable one of decline and rebirth.

So, too, is the story of Charles Moulton, who was responsible for much of the success of Limerick Mills, the company that kept alive the tradition of Holland Blanket started in the long ago years of the War Between the States.

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Sebago-Long Lakes Region Long A Tourist Mecca Canal and lock system played a major role

by Charles Francis

D

uring the Gay 90s one of the most canny financial figures in Maine history began promoting the Sebago Lake region as the premier recreational mecca of the Northeast. This man was Charles Goodridge of Deering Oaks. Goodridge was a major player in the tourist economy of the Sebago region, owning, among other things, the steamboat line which served the lakes and the Songo River. Goodridge promoted the Sebago region up and down the east coast, calling it the "Switzerland of America," and extolling the virtues of its pristine, sparkling lakes and the lavish vistas of its

rolling hills and mountains. Goodridge pamphlets, posters and other advertising paraphernalia featured scenes of happy summer folk relaxing at the famous Bay of Naples Hotel, swimming and boating on the lakes and, above all cruising on one of his numerous steamships that went by such names as Hawthorne, Longfellow, Hiawatha, Minnehaha and, of course, Songo. Goodridge's promotions were exceptionally successful. In 1897, the first year Goodridge's Songo River Line operated, Goodridge steamships carried some 4,000 passengers. By the turn of the century, however, his vessels were carrying an average of 40,000 passengers a season. Moreover, the

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Sebago region had become one of the most popular tourist attractions in New England. However, none of this might have happened if it had not been for the Songo Lock system, which includes Songo Lock itself, the last wooden lock in Maine.

Maine is a state of rivers and streams as well as bays and coves. While today highways are the chief means of transportation in Maine, waterways fulfilled that function for much of the state's history. Without the state's extensive system of rivers, the timber industry might never have developed as it did.

Moreover, inland towns would have remained isolated communities and in(Continued on page 14)

Southern Maine

14

(Continued from page 13) dustrial centers such as Lewiston and Auburn would have remained small towns relying on cottage industries to subsist.

The significance of water transportation to the development of the State of Maine is no more marked than in the Sebago-Long Lakes region, where two manmade water transportation systems played an integral part in the development of western Maine. These systems are the Songo Lock system and the Oxford-Cumberland Canal, both of which have been designated as state landmarks by the Maine Section of the American Society of Civil Engineers.

The American Society of Civil Engineers (ASCE) is currently in the process of celebrating its 150th anniversary. As a part of this celebration, the society is recognizing particular historic public works across the country, such as Songo Lock, that have signifi-

cantly affected the general community in which they are found. In order to appreciate the significance of ASCE recognition it is necessary to know something of the society itself.

In 1852 James Laurie, a Scotsman who had emigrated to the United States and established himself as one of the most farseeing civil engineers of the time through his use of rivets in bridge building, conceived of the idea of a professional organization for civil engineers. At the time, Laurie was living in New York City. He sent out invitations to some of the best known civil engineers in the area, inviting them to take part "in making arrangements for the organization, in the city of New York, of a Society of Civil Engineers and Architects." The meeting, which included eleven others in addition to Laurie, was held in the offices of the Croton Aqueduct Company in Croton, New York on

November 5, 1852. Out of this meeting came the professional organization known as the American Society of Civil Engineers, whose members have established many of the standards for American public health and safety, and act as the watchdog for the nation's infrastructure. Therefore, the designation of Songo Lock and the Oxford-Cumberland Canal as state landmarks by the Maine Section of the American Society of Civil Engineers is especially significant as it calls attention to the current nature of transportation in Maine as well as the two systems' roles in the history of transportation in Maine.

The first form of public passenger service to serve Sebago region towns like Naples, Raymond and Bridgton was the stagecoach. Goods that were transported into and out of the region were carried on horse and ox-drawn wagons. The latter were replaced by the

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Oxford-Cumberland Canal which had its heyday between 1830 and 1870. The canal ran from Harrison to Portland Harbor. It and the Songo Lock system originally consisted of twenty-eight locks. The latter system allowed boats to pass through the rivers connecting Sebago and Long Lakes. However, the major function of the entire system was the transport of commercial freight.

In the late 1840s a group of Bridgton businessmen joined forces to purchase a steamer to provide passenger service to the towns joined by the system of locks. In 1847 the steamer Fawn began plying the lakes and the Songo River.

Down through the Civil War steamer service on the waterway was sporadic at best. Then in the late 1860s Bridgton businessman Charles Gibbs had a vision of Bridgton becoming a major tourist attraction. To this end he constructed a hotel on Pleasant Mountain

and formed the Sebago Lakes Steamship Company, which operated into the 1890s when Gibbs divested himself of his interests. It was at this point that Charles Goodridge entered into the now-budding tourist industry of the region.

World War I brought a decline to Sebago tourism, which the steamship business never really weathered. In 1917 Goodridge sold off his interests.

Although there were some attempts at keeping steamship service active after this, these ended with the Depression.

Today motorboats have replaced the steamers of the Songo River Line and the canal barges that were once fixtures of a bygone way of life. It is difficult to imagine, however, how the Sebago and Long Lakes regions might have developed had it not been for its two manmade water systems. Certainly tourists would have been less inclined to travel

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to the "Switzerland of America." Moreover, the other industries and businesses of the towns in the area might never have developed as they did.

The American Society of Civil Engineers actions in designating such history-making structures as Songo Lock and the Oxford-Cumberland Canal as state landmarks places new and muchneeded attention on Maine's significant public works. The systems are just two of ASCE's designated landmarks, however. The society, which has also designated such structures as Bangor International Airport and the Deer Isle-Stonington Bridge, is involved in an ongoing process. With the work of the ASCE another voice has been added in preserving Maine's heritage.

The author would like to thank Philip Dunn of the Maine Section of the American Society of Civil Engineers for his contributions to this article.

Southern Maine

16

Harry Lord And The First BoSox Team

South Portland grocery store owner died in Westbrook in 1948

by Charles Francis

T

hat Maine-born Harry Lord was a member of the first team known as the Boston Red Sox is an accepted fact. There are plenty of diehard Boston fans in Maine that can cite every conceivable connection between the state and the Red Sox no matter how trivial. None of them will question Lord’s playing for Boston in 1907 or 1908 and up to 1910. But you can get some heated discussion as to exactly what the name of the Boston entry into the American League was before it officially became the Red Sox. That debate is almost up there on a par with the appropriate way to abbreviate the team’s name: BoSox or Bosox.

Then, too, there are a number of conflicts and questions about Harry Lord himself. I’ve run across informa-

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~ Harry Lord ~

tion to the effect that Lord was born in Aroostook County. That’s when there is no question as to Lord’s birthplace being Porter in the Ossipee Valley.

Harry Lord began his major league career with Boston in 1907. The legendary Tris Speaker, the first great Boston star, was with the team then. Freddy Parent from Biddeford was, too. Parent has his footnote in Boston and Maine baseball history as the last surviving member of Boston’s first World Championship win. It was also the first World Series, though the contest didn’t go by that name then.

The stats for Harry Lord’s 1907 year have him playing for the Boston Americans. 1908 stats have him a member of the Boston Red Sox. Boston officially became the Red Sox on December 18, 1907. 1908 Boston uniforms sported a

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DiscoverMaineMagazine.com big red stocking. So what’s the big deal here? The Boston Americans became the Boston Red Sox. Right? Well, maybe not. The thing is the name Boston Americans was never all that official.

The name Red Sox didn’t evolve out of Red Stockings as an earlier name for the team. The Red Stocking moniker was used by a number of teams, including Cincinnati and even the Boston entrant in the National League.

Prior to 1908 Boston uniforms had the name Boston, and that was all. That is, except for one year when they had a ‘B’ and an ‘A.’ Look at old Boston team pictures and you will see the truth of this.

So what was the name of the Boston team that Harry Lord joined in 1907?

Some baseball histories identify the pre-1908 Red Sox as the Puritans or the Plymouth Rocks or the Somersets.

Pilgrims has its supporters, too. Then there is the fact that you can find microfilmed articles from the early 1900s

that call the team the Olde Towne Team. Nobody seems to agree. Plus, Boston’s National League team went by the name Pilgrims. It also went by Beaneaters, a nickname that has also been given for the American league team. The best explanation as to why Harry Lord is listed as a Boston American is that the team went by that name to distinguish it from Boston’s National League baseball team. This takes us to Harry Lord himself.

Harry Lord was born in Porter in 1882. There is a rather imperfect biography of Harry that says he grew up wanting to be a traveling salesman.

Whether or not there is any truth to this is anyone’s guess. Seeing as the biography is long on conjecture and includes misspellings like Kesar for the Kezar in Kezar Falls and has Harry graduating from Bates after he had dropped out, it is best left alone. There is a good deal of hard baseball data on Harry out there, though.

Harry did attend Bates College in Lewiston. He entered with the Class of 1908, played baseball for one season and then left to pursue a career as a professional ballplayer. Harry did return to Bates for alumni festivities in 1914.

The Bates College student paper lists him as taking part in an alumni baseball game. At the time the Chicago White Sox carried him on its roster.

Harry Lord broke into professional baseball as a third baseman, a position he played for his entire career. He was a good though not spectacular hitter with a lifetime batting average of .277. Harry’s fielding is another matter, though.

In 1913 he set a record for fewest assists as a third baseman.

Harry first played professional ball for the Worcester Busters of the New England League. That was in 1906. The New England League could best be (Continued on page 18)

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(Continued from page 17) described as a class B loop. 1907 saw Harry with the Providence Grays of the Eastern League. That is, he was with the Grays until he suited up in a Boston uniform on September 25. Even back then Providence was a feeder team for Boston, and the team’s scouts thought Harry had potential.

Harry stayed with Boston until

mid-season 1910. Then he was traded to the White Sox, where his hustle earned him the pale hose’s captaincy.

He ended his career as player/manager with Buffalo of the Federal League.

High points of Harry Lord’s career are mixed. He hit over .300 for a time with the White Sox and is credited with ending one of Walter Johnson’s pitch-

ing streaks. He also got in a salary disagreement with Chicago owner Charlie Cominsky. It led to his being blackballed by owners of both leagues.

Following his stint with Buffalo, Harry returned to Maine. He lived in Westbrook, and owned a grocery store in South Portland. He died in 1948.

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Patience Sampson Hanged In York Murderous woman is put to death

by Erick T. Gatcomb

B

etween 1644 and 1885 twenty-one people met their fate at the gallows in Maine, nearly half of them carried out before statehood. The first person to be executed in the state was a Mrs. Cornish in 1644 who was most likely wrongly convicted of murder on superstitious beliefs alone.

In 1734 tragedy struck in the town of York as a murder was reported, news that appeared in several Boston newspapers of the day.

Patience Sampson (alias Patience Boston) a 23-year-old Native American woman, was reported to have drowned her master’s 8-year-old grandson by throwing him into a nearby well, an unfathomable crime that shook the

community and led to Sampson’s eventual fate. In the July 4, 1734 Boston News-Letter it was reported that a “barbarous Murder” had been committed on June 9th of young Benjamin Trot, a child entrusted to Sampson’s care.

Sampson was alleged to have taken “the poor Child out of the Bed, carried him out, and threw him down the Well where he died in a miserable manner: After which she went to a House about two Miles distance, and there freely confessed the Fact.” That house was the residence of His Majesty’s Justice of the Peace, who immediately took Patience into custody and saw her to the local jail. Her name was familiar to jailers, as she had stood trial in Barnstable a few years before for the murder of at least one of her children. Her

plea of guilty in that case was thrown out not only because her story was inconsistent, but also because she arrived at the courthouse heavily intoxicated, a drunken state that she had maintained for several years.

At her trial on June 24, 1735, she again entered a plea of guilt, and candidly disclosed the chilling details of the murder. She admitted that she was wicked, that she possessed an unreasonable hatred for her master, and that the murder of the child was committed only to cause intense distress to the boy’s family. She explained that the crime was premeditated, that she first planned to set fire to the homestead, or alternatively to strike the child down in the woods with a large stick. When she was unable to carry out either act, she (Continued on page 22)

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(Continued on page 21) threw a pole into the well and called for the boy, asking for his help, under the pretext of drawing him nearer the pit.

When young Benjamin Trot drew closer, she threw him into the well and used a longer pole to hold him under the water until she was sure the boy was dead.

A sentence of death was handed down by the Supreme Court of Judicature at York.

Patience Sampson spent the next year in jail where she sought counsel from three prominent ministers and became a born-again Christian. Fully accepting her guilt and her eventual execution, she penned a confession (later published as A Faithful Narrative of the Wicked Life and Remarkable Conversion of Patience Boston, alias Sampson, who was executed for Murder at York, July 24, 1735. Boston, 1738.) in her final days, most likely an honest ac-

count, in which she decried her wicked lifestyle and professed her love for Christ.

On July 24, 1735 Patience Sampson was led to the gallows at York. With a noose around her neck she asked if there was still time to speak. When told that there was, she beseeched the citizens, especially the young, to avoid the devil’s drink and seek salvation in the Lord, that their lives would not end the way hers was about to. With that, Sampson resigned to facing her crimes before the highest authority and closed her eyes.

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23

DiscoverMaineMagazine.com

Sumner Kimball

Sanford man established the Life-Saving Service

by Ian MacKinnon

A

t scattered locations along the Maine coast, such as Popham Beach and Bar Point on Little Cranberry Island, white-painted boathouses point their ramps toward the sea.

In the 21st century with its docks and moorings, these incongruous buildings seem to herald another era.

And they do. These historic boathouses once sheltered the boats and equipment deployed by the brave men belonging to the United States Life-Saving Service, established as a Treasury Department agency in 1878.

Spurred by Revenue Marine Service Chief Sumner I. Kimball, Congress started funding full-time rescue crews and building life-saving stations in the mid-1870s to help rescue sailors aboard

sinking or wrecked ships.

Kimball lobbied Congress with an intensity born of experience; born in Lebanon in western York County and raised in Sanford, he grew up hearing tales about frightening shipwrecks that drowned sailors along the New England coast. Never a sailor himself, Kimball would become famous in late 19th-century lore as the man whose passion saved people.

Born September 2, 1834, Kimball moved with his family to Sanford when he was 12. He spent some time at Orleans on Cape Cod, where he apparently saw ship wreckage and possibly bodies tossed ashore; if so, such encounters explained his 40-year effort to save sailors and passengers who would

otherwise have died in violent coastal storms.

Kimball’s middle initial, I., stood for “Increase,” a quaint English name dating to 17th-century New England and bestowed on such people as Increase Mather, a Puritan minister involved with the Salem witch trials. The name evidently caused the precocious Kimball no social worries; after attending private academies and a seminary, he enrolled at age 16 at Bowdoin College in Brunswick.

Kimball graduated from Bowdoin in 1855, then studied law with his father until passing the Maine bar examination in 1858. Elected to the 1859 Maine Legislature by Berwick and North Berwick voters, Kimball served on the judiciary committee until 1860, when he (Continued on page 24)

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(Continued from page 23) moved to Boston.

The Civil War sharply expanded the Federal government; Kimball joined the Treasury Department as a clerk in 1861 (some sources cite 1862) and remained a federal employee well into the 20th century.

The venality that tainted so many Federal employees (and some soldiers) during the Civil War never stained Sumner Kimball. Kickbacks led federal clerks — the title often involved greater financial responsibility in that era than today - to steer lucrative government contracts to specific companies or individuals. If tempted, Kimball never yielded; if offered a bribe, Kimball never accepted.

The evidence lays not with his memoirs, but with the high regard with which co-workers and Congressmen held Kimball. Promoted to chief clerk in 1870, he earned a reputation as an

honest man possessed with an integrity that Treasury Secretary George Boutwell needed at the helm of the Revenue Marine Service in 1871.

During the Ulysses S. Grant presidency, cronyism and corruption ran amuck in Washington. Although Grant remained untouched by scandal, many Grant-appointed officials were, and greed and inefficiency swirled around the Revenue Marine Service that Sumner Kimball inherited.

Charged with enforcing federal customs regulations at official ports of entry, Customs officers might “look the other way” for a set sum or, according to the Coast Guard, use “[revenue] cutters as personal yachts.” Developing and implementing reforms, Kimball gradually improved human and equipment quality at the Revenue Marine Service and established an instruction school for fledgling officers in 1877.

This school later became the United States Coast Guard Academy at New London, Connecticut.

Instilling pride and professionalism in the Revenue Marine officers and crews, Kimball expanded his vision to encompass the life-saving stations established along the East Coast during mid-century. A November-to-April ship-killing season repeatedly claimed ships and sailors, and federal rescue efforts faltered due to congressional parsimony.

Kimball dispatched Revenue Marine Captain John Faunce to inspect the far-flung life-saving stations. An old salt, Faunce had commanded the cutter Harriet Lane during the failed April 1861 naval expedition to deliver supplies to beleaguered Fort Sumter at Charleston, South Carolina. He knew his way around life-saving boats and equipment, and he did not like what he

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DiscoverMaineMagazine.com found, reporting to Kimball that “apparatus was rusty for want of care and some it ruined.”

Persuasive lobbying by Kimball and other federal officials led Congress to increase life-saving station appropriations during the mid-1870s, when even the regular Army experienced painful budgetary cutbacks. In late June 1874, Congress passed the Life-Saving Stations Act, which according to Maine author Peter Dow Bachelder “authorized the Secretary of the Treasury to establish fifty-one new life-saving and lifeboat stations and houses of refuge” in “nearly a dozen … states.”

New life-saving stations and lifeboat stations appeared along the New England coast and the Great Lakes, and the expanded budget let Kimball mandate that six men staff each life boat.

Crews soon started saving wrecked sailors who might have died 10 years earlier; with dramatic rescues playing (Continued on page 26)

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(Continued from page 25) well to the American press and public, the Treasury Department coalesced the disparate lifeboat stations into the United States Life-Saving Service in 1878.

Washington tapped Sumner Kimball as the agency’s new general superintendent; among the congressmen petitioning for his appointment were James Garfield and William McKinley. Kimball enjoyed bipartisan and unanimous support when the Senate confirmed his appointment— and he did not fail his supporters.

Working with budgetary constraints even as the Life-Saving Service expanded operations to the West Coast, Kimball and his officers identified sites where shipwrecks often occurred — similar to the Maine Department of Transportation — identifying “frequent wreck” intersections and roads today.

New life-saving stations arose at places of greatest demand, and by 1900, the Life-Saving Service broadened its work season from winter to year-round.

Kimball’s men saved lives, as the Life-Saving Service record in Maine indicates. Five stations were constructed in Maine in the mid-1870s; one station arose at Carrying Place Cove in Lubec, approximately where the road to Quoddy Head State Park turns east today.

On January 9, 1886, Lubec “patrolmen” (the term emphasizes the Life-Saving Service focus on beach and headland patrols at night and in stormy weather) rescued four frozen sailors from the New Brunswick schooner Freddie D, shattered against the Quoddy cliffs that day. These fortunate sailors barely reached safety and warmth at the Lubec Life-Saving Station when patrolmen were called out to rescue sailors from another Canadian schooner, the Myrtle Purdy. Ultimately aided by the Freddie D’s stalwart crew members, the Lubec patrolmen completed the day’s second mission, although the captain of the Myrtle

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Purdy did die from his injuries.

Such heroic rescues continued wherever Life-Saving Service crews battled wind and wave to drag sailors from death’s cold, wet hands. Representing New York City, Democratic Congressman Samuel S. Cox stood on the House floor to praise Sumner Kimball, who “has brought into existence that system of patrol which puts the American life-saving establishment in advance of any in the world.

“All night, from sunset until dawn, through all the months of tempest, no matter what the weather, those patrolmen and crews are watching along the coast from Maine to Florida,” Cox said.

“They form a cordon of marching sentinels to espy endangered vessels. This system Superintendent Kimball has brought into unity out of coherence, and where there was death, he has made life.”

No greater tribute could befall

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Sumner Increase Kimball, claimed by Lebanon and Sanford alike. He continued to lead the Life-Saving Service, and fought to keep its ranks untouched by nepotism, political or familial.

Life-Saving Service personnel became civil service employees in 1896.

Over the years, Kimball would hold other Treasury Department positions, such as acting solicitor and first comptroller. His Life-Saving Service manned at least 270 stations along the continental American coast on January 28, 1915, the day that President Woodrow Wilson signed a law that established the Coast Guard by merging the Life-Saving Service and Revenue Cutter Service.

Kimball died in Washington, D.C. on June 23, 1923. His wife, Ellen, outlived him by two years. In its July 2, 1923 edition, Time Magazine extolled Kimball as the “Father of the United States Life-Saving Service.”

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Forest City Irish

Portland’s notable Irish

by Matthew Jude Barker

T

he city of Portland, Maine has a long, rich, and colorful history; European settlers and adventurers were here as early as the 1620s.

Native Americans, mostly members of the Wabanaki Nation, had been in this area for thousands of years before that.

Portland has also had a long history of ethnic groups; Scots, Irish, African, Portuguese, French Acadian and French Canadian, German, Italian, Polish, Greek, Jewish, Chinese, Syrian, Armenian, Norwegian, Swedish, Finnish, and Lebanese. More recently, Vietnamese, Somalian, Kenyan, Nigerian, Sudanese, Russian, Hispanic, Ukrainian, Yugoslavian, Belarus, and many other eth-

nicities have come to settle here. But perhaps the most enduring and longest lasting ethnic community to develop here were the Irish. In this brief piece we will explore some of the famous and prominent Irishmen and Irishwomen of the Forest City.

The first known Irish person to settle in what is now Portland was Lt. Thaddeus Clark, also known as Teage Clark, and perhaps born Tadgh O’Clery in Ireland. He was here as early as 1662, the year he married Elizabeth Mitton, the daughter of one of the first settlers.

Thaddeus was killed, along with twelve of his men, by a band of Wabanaki and French soldiers, while defending Fort

Loyall at the bottom of Munjoy Hill in 1690.

Irish were few and far between until Bryce McLellan, a native of Ballymoney, County Antrim, Ireland, settled in Falmouth in 1727. He was the progenitor of a large, impressive, and influential family which saw their swan song just prior to the War of 1812.

In the 1750s and 1760s, many Irish natives, including Matthew Tobin, James Flaherty, Cornelius Cavanagh, Patrick Lavelle, and others, settled here and were soldiers in the French and Indian Wars. Later, in the 1780s and 1790s we find Irish people by the name of Ryan, O’Neal, Gallagher, Welch, Mulligan, Finnessy, O’Brien, Cusack,

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DiscoverMaineMagazine.com and Haggerty in the church, land, court, and vital records of Portland, organized as a town in 1786.

During the American Revolution, James Sullivan, the son of a York teacher from County Cork, was the commissary for the troops quartered here. He went on to write the first history of Maine, in 1795, and became the first Irish, albeit not Catholic governor, of Massachusetts in 1808. His brother John was a famous general. At this time two Irishmen taught the sons of prominent families: William McMahan and John Montague Richmond. County Clare native Timothy Galvin was an early Westbrook teacher and is buried in the Grand Trunk Cemetery in East Deering. In the War of 1812, Thomas Macdonough, the hero of the Battle of Lake Champlain, was briefly stationed in Portland as the commander of the navy forces here.

In the 1820s, when Portland was the capitol of the state, Edward Kavanagh, the son of a County Wexford shipbuilder in Newcastle and Damariscotta, resided here as an attorney and member of the state legislature. He became the first Catholic governor of a New England state (Maine) in 1843, when John Fairfield resigned to join the senate. Maine would not actually elect a Catholic governor until late in the 20th Century. Kavanagh was also a member of the senate and was charges de affairs to Portugal. He was instrumental in the Northern Maine boundary dispute of the 1830s-1840s.

In the early 1800s, the first positively indentified Irish Catholics in Portland were Nicholas and Barbara Connolly Shea, Michael and Mary Gannon, William and Margaret Mahoney Davis, Timothy and Nancy Mahoney, and the families of John Buggy and John

Driscoll. In the spring of 1822, Bishop John Cheverus of Boston said the first Catholic Mass in Portland and in all of southern Maine in the home of the Sheas, grocers with a house and store on the corner of Free and Cross Streets. Saint Dominic Roman Catholic Church was built in 1828, completely finished by 1830, and dedicated to God and to the patronage of St. Dominic, the patron saint of the Dominican Order, in August 1833. Father Charles D. Ffrench was the first pastor; a native of Galway City, his appearance on the scene marks the beginning of a connection between Portland and Galway that has existed ever since.

So many interesting Irishmen and Irishwomen and their descendants have resided in Portland over the last two-hundred years, that we can only explore some of them here. Perhaps the most well-known and prominent (Continued on page 30)

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(Continued from page 29) Irishman of his day in Portland in the mid-to-late 19th Century was James McGlinchy (1822-1880), a native of Cumber Parish, County Derry, who, along with his brothers Hugh, Patrick, and Andrew, monopolized the selling of illegal booze in a state that had enacted the first complete prohibition law in 1851 (the Maine Law, or the Dow Law, named after its main endorser, Neal Dow, mayor of Portland). “Big Jim” McGlinchy was a trader, clothier, grocer, wine merchant, liquor importer, and brewery owner, who died with an estate valued at $200,000 in 1880 (a couple of million dollars in today’s money!). His brother-in-law Tom Parker, a native of St. John, New Brunswick, and the son of Irish emigrants, became the first Irish Catholic elected to the city council, in 1860. Parker was one of the first Irish “bosses” here.

Other noted Irish of the 19th and

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early 20th Centuries included Charles McCarthy, Jr., a wealthy clothier; Terrence McGowan, the first Catholic bookseller here; Galway native Barney Daley, the first Catholic undertaker; Daniel O’Connell O’Donoghue, Civil War veteran, civil engineer clerk, leader of the local Fenians, and Catholic lay leader and writer; harnessmaker William McAleney, another Fenian leader; Maggie Bradley, the first Irish Catholic public school teacher; Margaret E. Jordan, daughter of an Irish undertaker who became a noted poet, writer, and Catholic social worker in New York City; Mary Ann Harkin Gillen, a Portland native and daughter of Irish emigrants who traveled New England as a talented singer; Captain Daniel Leo Bogan, a master mariner who donated $10, 000 to have St. Dominic’s Girls School built in 1864; Captain James Patrick Bogan, Dan’s brother, another

successful master mariner and stevedore whose granddaughter, Maine native Louise Bogan, was a famous New York poet and literary critic; gifted singer Emily W. Flaherty, a local music teacher; world-renowned banjo player Tommy Glynn; artists Thomas J. O’Neil and Bernard Devine; Michael J. Garrity, a baseball manager and also manager of the famous Jefferson Theater in Portland for over thirty years; undertaker Dennis Tobin, the first known superintendent of Calvary Cemetery; businessman James Connellan; attorney and politician William H. Looney; contractors James and Francis Cunningham; clothier T. F. Donahue; Lizzie Walsh, a noted teacher and principal for over fifty years at Staples School; noted violinist and chest specialist Dr. Francis J. Welch; writer Judge Joseph E. F. Connolly; and Helen Cunningham Donahue, the wife of Judge Charles L.,

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DiscoverMaineMagazine.com who became the first postmistress of a major municipality (Portland) in 1934.

Many Portland Irish became stars in the entertainment world, including Bartley McCullum, an actor who starred in New York and Philadelphia, appeared in at least twenty films, and built his own theater on Peaks Island; Leila Farrell, an Irish girl who became famous on the Broadway stage and was a paramour of the actor Nat Goodwin; James Flavin, the grandson of Irish emigrants who went to Hollywood and acted in hundreds of movies and television shows; the Scully brothers, who became film producers; Timothy L. Donahue, who was also a Hollywood producer; and Edward “Eddie” J. Sullivan, longtime American business manager to famed actress Sarah Bernhardt.

Sullivan’s nephew Edward Tolan was a model in the late 1940s.

Of course the most famous Irish

family from Portland who entered the entertainment business was the Feeneys. Francis “Frank” Feeney (18811953) was the first of the family to go to Hollywood, becoming one of the first successful directors in the fledgling community under the name Francis Ford. He was later followed by his brother John Martin “Jack” Feeney (1894-1973), who would soon outshine his brother and become one of the greatest Hollywood directors of all time, winning six Academy Awards.

Another Francis “Frank” Feeney, known to the world as Donald Keith, was a longtime silent film star who often co-starred with Clara Bow. Although he was born in Boston, his father was born and raised in Portland, the son of Galway emigrants.

In a related note, when acclaimed Hollywood actress Bette Davis resided at a mansion in Cape Elizabeth (“Witch

Way”) in the 1950s, she handpicked two Irish-American ladies who were communicants of St. Dominic’s. Ruth Mary Newell, granddaughter of Galway emigrants, was Bette’s cook, and Catherine V. Connolly Feeney, daughter of Galwegians, was her laundress.

Bishop James Augustine Healy, born in Macon, Georgia in 1830 the son of an Irish plantation owner and a mulatto slave woman, became the second bishop of Portland in 1875. He is now recognized as the first Catholic bishop in American history who was (partially) of African heritage. Healy passed away in 1900, much lamented by the Catholics of Maine and New England.

Another bishop of Portland (19011906), William Henry O’Connell, a native of Lowell, became the first Cardinal of Boston in 1915. He was also the first Catholic to join the Portland Country Club. O’Connell hob(Continued on page 32)

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(Continued from page 31) nobbed with the rich and famous here in Portland, as well as in Boston, Rome, and New York.

Another James Augustine Healy became a millionaire on Wall Street.

Born here in 1891, his Irish emigrant parents removed the family to New York in the early 1900s. Colby College has long benefitted from his largesse as has the Portland Public Library.

Antiquarian book seller Francis Massey O’Brien; writer Dorothy Healy; sports journalist Don MacWilliams; sports booster and bar owner Eddie Griffin; Bishop Daniel J. Feeney, the first Portland man to be raised to the Roman Catholic episcopacy; newspaper columnist Hal Boyle; and television personality Betty Gribbin were local legends through much of the 20th Century.

Martin J. Norton was the founder and president of the St. Brendan’s As-

sociates from 1961 until 1973. A popular social club, this society for years put on some of the best Portland St. Patrick’s Day events. It was superseded by the Irish American Club. The Ancient Order of Hibernians also returned to the city at about this time. The longtime president of the local AOH, Paul O’Neill, has hosted a popular radio show, The Harp and Bard, since 1988 that plays all Irish and Celtic music.

A large number of Portland’s firefighters and policemen have been Irishborn or Irish-American. At least six Portland police chiefs have been Irish, including Daniel L. “Danny” Bowen, the first Irish Catholic chief (19141919) who had a bit part in a John and Francis Ford movie filmed here in 1915; Edward R. Dodwell; John Francis Patrick Newell, the son of Galway emigrants; John Michael Mulkern, also the son of Galwegians; Professor Wil-

liam McLaren; and media star Michael Jude Chitwood, of Irish and Cherokee heritage.

Patrolman Michael T. Connolly was the only Portland police officer killed in the line of duty. A Galwegian, his handcuffed body washed up on the East End Beach after one of his nightly patrols. This real life cold case, which occurred in August 1930, was believed to have been the work of bootleggers, either Irish or Italian. A lecture on the subject was held at the Maine Irish Heritage Center October 30, 2011 by local genealogist and writer Suzan Roberts Norton, herself a descendant of Galway people, and members of the Connolly family.

Today in Portland and in the recent past, many of the television news broadcasters and personalities have been Irish-American, including Bill Green, Tom Doherty, Pat Callaghan,

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Doug Rafferty, Kathleen Shannon, Don Carrigan, and Kevin Mannix.

Nationally known comedian and actor Bob Marley is a Portland boy of Irish roots; his shows in his hometown are constantly sold out. A hilarious character, Bob starred in the famous movie Boondock Saints and its sequel. Marley often wears Irish-themed clothes.

The folk group Schooner Fare, known throughout the Northeast, also has local Irish ties. Two of the founding members, the Romanoff brothers (Chuck and Steve), were the sons of Charles Romanoff, himself the son of an Irish emigrant, Annie Rafferty.

Charles, likewise a talented musician, grew up in Gorham’s Corner.

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(Continued from page 33) librarian William David Barry and author and historian Professor Michael Coleman Connolly of St. Joseph’s College.

Irish sports legends from Portland have included Michael “Kid” Madden, who played professional baseball for Boston in the 1880s and 1890s; boxing champion Bartley Connolly; baseball manager “Magnate” Haley; Patrick “Giant” Conroy, who played professional football; his son John, also nicknamed “Giant,” who was one of the Four Horsemen of Fordham; golf pro and teacher Lawrence Peter Vincent “Larry” Rowe who won the 1937 Maine Open; Henry McDonough; baseball player “Jabber” Joyce; golf pro “Hap” Malia; all-time boxing great Coley Welch, who ended his days as a bouncer in Vegas; basketball stars William “Hooker” Foley and John R. McCarthy; athlete and coach Jimmy Fitzpatrick; PHS historian and coach

Peter Gribbin; coach Bill Curran, his son Tighe Curran, and Tighe’s fatherin-law Henry “Whopper” Deetjen (his mother was a Morrissey); Daniel J. Carr, Jr., inducted into the Maine Hall of Fame for semi-professional baseball and football in 1983 and his brother Howard L. “Del” Carr; and outstanding baseball player Joseph Lynch. There were many locally famous oarsmen and scullers, including Anthony A. Frates, Billy O’Connell, Mattie O’Brien, John P. Buckley, Michael F. Davis, and William Spellman; the last two were also noted inventors. Many of these oarsmen became nationally known. Cork native William Baldwin owned and operated the area’s first horse racing track in the late 1850s.

Ballplayer Daniel J. Carr, Jr. was also a Portland policeman who was shot by a burglar in 1927. The suspect was never caught.

And in more modern days Portland has had Billy Swift, a profession-

al baseball player, and Macka Foley, a boxer, Vegas bouncer, and actor who had a cameo in the popular 1989 movie GHOST. In the last forty years there have been countless popular Irish-American politicians and politicos from Portland, including nine times legislator Jane Callan Kilroy; former Maine Governor and U.S. Congressman Joseph E. Brennan, son of Galway emigrants; former mayor and welfare chief Matthew I. Barron; politician Gerard Conley, Sr.; city council member Tom Kane; former councilor and mayor Karen Geraghty; councilor Peter O’Donnell; county commissioner Peter J. Feeney; and Nicholas Mavodones, longtime mayor and city councilor whose mother is Irish. Waterville native Senator George Mitchell, who did so much to broker peace in Northern Ireland, is the grandson of Irish emigrants on his father’s side and has long maintained an office in Portland.

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Portland was also the birthplace of many other noted Irish-Americans, including John E. Norton, who was “one of Elliot Ness’ still-smashing agents during Prohibition;” he received the Arthur Gallatin Award for public service in 1962; Margaret Mary Morgan, the first woman superintendent of schools in San Francisco in the 1920s; Korean War hero Charles J. Loring; and Raymond B. Rowe, who founded Rowe Ford Motors, and his brother Lawrence V. “Larry” Rowe, who owned and operated “Larry Rowe’s Golf Course,” now the South Portland Municipal Golf Course.

As one can see, the list of noted Portland Irish is almost endless, but it is hoped that this brief treatment has explored some of the rich history of the sons and daughters of Hibernia and their descendants in the Forest City; it is quite amazing how far these oppressed people have come in only a generation or two.

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George Leavitt Famed Arctic whaler

by Charles Francis

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eavitt Island lies just off the northern coast of Alaska in Harrison Bay. It is a barrier island of Alaska's oil rich North Slope. Harrison Bay is a bit to the east of Point Barrow. Thousands upon thousands of long-tailed ducks and other migratory water fowl make Harrison Bay and the surrounding region their home during breeding season. Leavitt and other barrier islands are covered with feathers every August, a result of molting.

Leavitt Island was named for Portland-born George Baker Leavitt.

George Leavitt was the most successful whaler to ever come from Maine. He was one of the most famous whalers of all time. He was an Arctic explorer and a friend to Arctic explorers. In fact, it was

Arctic explorer Vilhjalmur Stefansson who named Leavitt Island. Leavitt and Stefansson were close friends. Leavitt sometimes brought supplies from New York City's Museum of Natural History to Stefansson.

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Harrison Bay is one of the inlets of the Beaufort Sea. To get there by water one must pass through treacherous Bering Strait. George Leavitt did it on a regular basis both by sail and steam.

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DiscoverMaineMagazine.com There is no question that this was the act of an intrepid seaman.

For much of the nineteenth century and well into the twentieth whalers sought the Beaufort Sea as the richest whaling grounds on the planet. Because of the wealth of whales, they were willing to risk everything, their ships and their very lives, to hunt there. The whalers who risked the Bering Strait passage were a particular, daring mix of men, they were both explorer and commercial adventurer. These are the terms that best describe George Leavitt.

George Baker Leavitt was born in Portland in 1860. His father George Washington Leavitt was killed when the future whaling captain was but two years old. The elder Leavitt was killed at the Second Battle of Bull Run. George Leavitt grew up with the smell of the sea and the lap of ocean waves calling to him. As with many a Portland youth, the lure of the sea was the dominant fact of his adolescence.

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Leavitt answered that call by getting himself to New Bedford, Massachusetts and signing on board a whaling ship. Eventually he worked his way up to officer, second mate and first mate, and then captain. By the time this happened Leavitt's home port was San Francisco.

The Beaufort Sea is the home to the great Bowhead whale. For whalers like George Leavitt, Bowheads spelled profits. Beaufort Sea whales meant oil for lamps, ambergris for perfumes, and stays for corsets and the like. Whales meant fortunes for shipowners and their captains. They made exploring dangerous, ice clogged Arctic seas obligatory. Sailing north of Alaska's Aleutian Islands, through the Bering Strait was daring, but the whales of the Beaufort Sea made the risk worth it.

In late spring, waters north of the Aleutians begin to take on something of an appearance that seems almost (Continued on page 38)

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(Continued from page 37) welcoming, congenial. As early as mid-September, however, ice can form overnight. Ice can come crashing down on a regular basis. It comes as icebergs birthed further north sail free on their own.

In late September and early October, Beaufort Sea ice may loom suddenly as if from a nightmare. It can come in vast floes that make giant leaps of a morning and stupendous ones of a night. When the floes come the open waters around them may freeze in the time it takes for winds to change direction. That explains how many a sailing ship would become crushed or at the least trapped for an entire winter. If the vessel was crushed, most likely its crew were lost.

If the vessel was trapped, the crew would, like as not, starve. The lucky were those who reached safe port to winter-over.

George Leavitt was a ship master who bridged the age of sail and that of steam. As a master he was one of

the best. He was a careful and canny judge of ice. Leavitt-captained ships were never ice-locked. John Taliaferro's 2006 In A Far Country contains an example of how quickly ice could surround whaling ships. The account cites George Leavitt as its source. The year is 1898.

In was not until August 14 of 1898 that whaling ships were able to enter the Beaufort Sea's Amundsen Gulf to hunt. The late date was unprecedented. The ice at the mouth of the gulf, between Banks Island and Cape Parry on the mainland of Canada's Northwest Territories, Taliaferro reports Leavitt as recording in his log, “was solid all the way across.” The next month eight whaling ships were trapped in ice in the gulf. Many were crushed. Taliaferro goes on to say “Captain James McKenna of the Fearless and Captain George Leavitt of the Newport reported that the Navarch had been spotted drifting in the pack ice, twelve miles to the north of them.”

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DiscoverMaineMagazine.com One will observe from the incidents described above that the sanctity of international waters was not a consideration for whaling captains. In fact, there was a good deal of cooperation among American and Canadian whalers, as well as the little communities along the Beaufort Sea coast on either side of the border.

George Leavitt and the other whaling captains that frequented the Beaufort Sea in the decades just before and after 1900 followed a set routine.

Whaling ships passed through the Bering Strait as early as possible each spring. Then they hunted for as long as it was ice-free. To take as much advantage as possible of the whaling season most ships wintered-over. The chief wintering-over site was Herschel Island in Canada's Yukon Territory. Winters, Herschel Island had a population of over 1500. This made it the largest town on the Beaufort Sea. Herschel Island wasn't the only place George

Leavitt chose to spend the harsh Arctic winters. For a time Leavitt made Point Barrow, Alaska his permanent home.

The name Leavitt is a common one in the northern reaches of Alaska. Oliver Leavitt was partly responsible for the creation of the Arctic Slope Regional Corporation. The corporation was set up by an act of Congress under the Alaska Claims Native Settlement Act. In 1971 the act placed lands approximating an area equal to all of New England and the Middle Atlantic states in Native American hands. Oliver Leavitt was one of the overseers responsible for the revenues generated by the land transfer. He is a Viet Nam veteran. He is also a direct descendant of George Leavitt.

George Leavitt married an Inuit woman. Her name was Nanouk Elguchiaq. George and Nanouk made their home in Point Barrow. George established a whaling station there. He and Nanouk had two sons. George taught

them to play baseball. When they were old enough they joined the Inuit baseball team George coached, the Northern Lights. The Northern Lights regularly defeated teams made up of visiting crewmen from whaling ships.

George and Nanouk Leavitt didn't live out their lives at Point Barrow.

They spent their golden retirement years in Honolulu.

Portland-born George Leavitt, Maine's most successful whaling captain, died in 1925 in Hawaii. Today some of his his descendants take part in an annual whale hunt on the waters of the Beaufort Sea. James Leavitt, one of George's descendants, uses a harpoon gun once used on one of his famous ancestor's ships.

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The Skolfield-Whittier House Brunswick’s Victorian time capsule

L

ocated on 161 Park Row across from Brunswick Green in Brunswick is a historic house with a unique story that is reminiscent of a Victorian novel. It was originally the home of two brothers whose father had become one of the wealthiest men in Maine due to his construction of more than 60 freighting ships. Strangely enough, one brother lived on one side of the structure while the other made his home in the second half. Eventually, three generations of families would live there through many happy times as well as some tragic ones.

Known as the Skolfield-Whittier House, this Italianate-style structure was built between 1858 and 1862 for the sons of George Skolfield, who was

a wealthy master shipbuilder. According to the Pejepscot Historical Society, Captain Alfred Skolfield owned the side that is known today as the Skolfield-Whittier House, while his brother Captain Samuel Skolfield moved into the other side, which is now used as the Pejepscot Historical Society Headquarters. To make it even more fair, the brothers even split the total construction cost of $15, 751.96.

Alfred (the second oldest of George’s sons) was a sea captain who served on several of his father’s vessels. After construction of the house was completed in 1862, Alfred, his wife Martha, and two-year-old daughter Eugenie eagerly moved into their brand new home. They spared no ex-

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Just two years later, Martha gave birth to their second daughter, Augusta Marie.

Samuel (the third oldest of George’s sons) was also a sea captain who served on board his father’s vessels. He moved in with his family in the northern half of the house. Much like his older brother, Samuel traveled and enjoyed the world, but pretty much remained anchored to the house after his maritime service.

But as stated by the Pejepscot Historical Society, “Samuel (later) provoked a family feud with his niece Eugenie and

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DiscoverMaineMagazine.com her husband Frank Whittier. Angered with some of the renovations on the south side of the house which he interpreted as obstructing his right of way, he cut Eugenie’s backyard clothesline.

This action precipitated several years of litigation. The two households had little to do with each other from that point on.”

In 1867 Alfred suddenly moved his family to Liverpool, England, for reasons that can only be speculated.

According to the thesis “The Skolfield-Whittier House and its Occupants”

by Marilyn Hinkley in 1983, one possible reason was that political tension had developed during the Reconstruction Era for the Skolfields since they were staunch Democrats living within a Republican-dominated region. But the house was rented instead of sold and its tenants included prominent professors and medical doctors. The Skolfields (Continued on page 42)

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(Continued from page 41) would not return for 18 years.

In 1885 Alfred and his family returned to the Brunswick home and quickly began extensive renovations.

According to Hinkley, “The plumbing was updated and the former carriage house was renovated and attached to the rest of the building. The new space served to house the new kitchen, informal dining room, and laundry room while the former kitchen was expanded to become a formal dining room.” With almost two decades of living abroad in England, the renovations were naturally influenced by English styles, which were seen in everything from the carpets to the Chippendale wall bracket.

After Alfred’s death on June 1, 1895 his daughter Eugenie (at 35 years of age) married Frank Whittier three weeks later in the formal drawing room of the house. Whittier was a prominent medical doctor and a professor at the Maine Medical School. The new cou-

ple made very few changes to the home except for the addition of a grandfather clock in the entrance hall, and the master bedroom, which was moved to the former carriage house. They lived happily in the home and eventually had three daughters: Isabel (born in 1896), Alice (born in 1898), and Charlotte (born in 1903). But in 1912, while playing too close to the fire in the kitchen, Charlotte accidently caught on fire and died of her wounds at the age of nine.

Isabel and Alice both attended Bryn Mawr College in Pennsylvania, graduating in 1920 and 1921, respectively.

Isabel would eventually serve a 30-year teaching career at Brooklyn College, while Alice became Maine’s first female pediatrician. After Frank died in 1924, Eugenie lived a relatively quiet life, where she and her daughters spent the summers at their Brunswick home.

In 1982 Alice (the last living member of the family) donated the entire home

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Today, the Skolfield-Whittier House is open to the public Thursdays through Saturdays from late June to mid-October. The house includes the original furniture, a variety of artwork, and household artifacts that seem frozen in time. Special features include decorative drinking glasses still sitting in their same locations in the kitchen, and a captain’s log entry about sailing directly into a hurricane with a ship full of bat guano. As stated by the Pejepscot Historical Society, “There are very few such homes where the entire estate of a Victorian sea captain’s family and that of his descendants are preserved as though the original occupants might return at any time to throw open the windows and resume their lives.”

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DiscoverMaineMagazine.com

From Bath To Chief Of U.S. Naval Operations An immigrant’s remarkable rise

by Charles Francis

O

n the morning of April 21, 1914, forty-one ships of the U.S. Atlantic fleet commenced bombardment of Veracruz, Mexico. The massive bombardment quickly cleared Mexican troops from the city. So quickly, in fact, that U.S. Marines found their landing just before noon almost unopposed.

The bombardment and subsequent occupation of Veracruz was ordered by President Woodrow Wilson. Wilson’s concern was the clandestine actions of Germany in supplying the revolutionary movement of General Victorio Huerta, which opposed the Mexican government of Venustiano Carranza.

Intriguingly, Germany was supplying Huerta with U.S. embargoed weapons manufactured by Remington Arms.

Remington had shipped them to Ger-

many to get around the embargo.

One of the naval vessels involved in the bombardment of Veracruz was the light cruiser Des Moines. The commander of the Des Moines was one of those seamen of whom it is said “He had salt water in his veins.” That commander was Charles F. Hughes, a man destined to become the senior naval officer of the U.S. Navy, Chief of Naval Operations.

Charles F. Hughes could be fitted to the sea by both nature and nurture.

Brought up in Bath, Hughes’s maternal roots there and in adjacent communities are to be found in the sea. His grandfather Ephraim Delano of Woolwich was lost at sea. Another Delano, Barzilla, was appointed Maine’s first lighthouse keeper by George Washington. Another, Jonathan, manned Sequin Island

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Charles Frederick Hughes wasn’t Bath-born though. He and his three brothers and sister were born in England. John Hughes, Charles’ father, had been a ship’s carpenter on leave in Bath when he met and fell in love with Lucy Delano. While all the Hughes children would be born in England, they would be brought up on Bath’s High Street.

As a teenager, Charles Hughes grew up in and around his father’s workplace, the shipyards of Bath. The Bath shipyards provided an invaluable education for Hughes. He would eventually become Commandant of the Philadelphia Naval Yard. The Philadelphia Naval Yard was just one of the way stations on Hughes’ rise to the senior officer in the U.S. Navy.

(Continued on page 44)

Southern Maine

44

(Continued from page 43) One of the requirements for being named Chief of Naval Operations is at least one tour of duty as a flag officer.

Hughes had this with his assignment at the Philadelphia Naval Yard and more.

The New York was one of the American battleships stationed at Scarpa Flow during the Great War. Scarpa Flow was home too much of the British Navy for much of the nineteenth and twentieth centuries. It was from Scarpa Flow that Allied naval squadrons kept the German Navy bottled up during the war.

Charles F. Hughes’ naval career began with his appointment to Annapolis in 1884. He was a lieutenant serving with Commodore Dewey, when that naval hero decimated the Spanish fleet at Manila Harbor.

Hughes’ first command was the scout cruiser Birmingham. It was followed by the Des Moines. Both were assigned to the Caribbean during the revolutionary unrest in Mexico associated with Victorio Huerta.

Hughes was promoted to Rear Ad-

miral in the fall of 1918. In a sense, 1918 was both a high and a low point for the American military. The Armistice ending the hostilities of the Great War was in many respects a tribute to the nation’s military. It also led up to the country’s isolationism and downsizing of the military during the 1920s and 1930s.

Charles F. Hughes made the cover of Time May 9, 1927. The occasion was Hughes being named Chief of Naval Operations. Time’s article on Hughes deals mostly with Hughes’ recent appointments. These include his serving as president of the Naval War College in Newport, Rhode Island and as Director of Fleet Training. The article is surprisingly brief, perhaps as a reflection of the isolationist times. The article fails to mention that as president of the Naval War College and as Director of Fleet training, Hughes had ultimate responsibility for U.S. Navy preparedness. The Naval War College prepares scenarios of possible combat.

(Every major U.S. Navy engagement of recent times has had its origins at the college.) Director of Fleet Training during a period when the military as a whole was being reduced as nonessential may just have been Hughes’ most difficult assignment.

Charles Hughes was the fourth individual to serve as Chief of U.S. Naval Operations. He held the position for just under four years. Coincidentally, he was followed by another Maine man, William V. Pratt of Belfast.

Charles Hughes retired from the Navy in 1930. He died three years later. The immigrant boy who almost literally grew up in the shipyards of Bath and went on to became the senior U.S. Navy officer is interred in Arlington National Cemetery.

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The Excommunication Of Augusta Stetson Waldoboro woman banned from church

by Charles Francis Waldoboro-born Augusta Emma Simmons Stetson was excommunicated from the Church of Christ, Scientist in 1909. She was excommunicated by the church's founder, the “divine” Mary Baker Eddy. Even though Stetson was excommunicate, she never wavered in her protestations that Mary Baker Eddy was divine. Not only was Eddy Christ born again, she was possessed of the glorious light which shone roundabout the Virgin Mary.

Augusta Stetson was one of the most powerful, productive and trusted leaders of early Christian Science.

Mary Baker Eddy trusted her so much that she sent Stetson to New York City to establish Christian Science there.

And Stetson did so. She raised over a million and a quarter dollars to build

a church. She founded the New York City Christian Science Institute. And she increased the size of the congregation there to the extent that it came close to rivalling that of the home church congregation in Boston. Why, then, did Mary Baker Eddy chose to excommunicate such a productive and devoted apostle?

The divine Mary Baker Eddy rescinded Augusta Stetson's Christian Science credentials when Stetson decided to remove the Board of Directors of the Mother Church. The removal was to be accomplished through the instrument of Malicious Animal Magnetism (sometimes abbreviated as M.A.M.).

M.A.M. is will. As the word malicious indicates, M.A.M. is destructive. Mary Baker Eddy often thought those op-

posed to her used it against her. Just as M.A.M. was real to Eddy, so it was to Stetson. Stetson's intent was to remove the Board of Directors of the Mother Church from the earthly plane.

Augusta Stetson was regarded on one of the most proficient users of M.A.M. among Christian Scientists of the day. She may have been regarded as more proficient than Mary Baker Eddy.

Stetson was also an accomplished faith healer, faith healing being the foundation upon which Christian Science rests. Stetson was also a charismatic orator and individual. She attracted acolytes. (Some of those acolytes joined Stetson in directing M.A.M. toward the Board of Directors of the Mother Church.) Stetson also attracted numerous well-heeled individuals to Chris-

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DiscoverMaineMagazine.com tian Science. That is how she was able to raise so much money for the New York City Church of Christ, Scientist.

Augusta Emma Simmons was born in Waldoboro in 1842. Her origins are most often described as humble. In this case that means her father, Peabody, was a carpenter; her mother, Salome, a housewife. Given that the elder members of the Simmons family would live out much of their lives with Augusta, it would seem that they were lacking in what might call social mobility. And Augusta certainly had aspirations.

When Augusta was a child the Simmons family moved from Waldoboro to Newcastle. There Augusta met her future husband, Captain Frederick Stetson of Damariscotta.

Frederick Stetson was a prosperous merchant mariner. His business was that of ship broker. As a married couple, Augusta and Frederick lived in England and the Far East, places where Frederick pursued his business inter-

ests. Then Frederick became ill. 1880 finds the combined Stetson and Simmons family living in Boston. Peabody Simmons brings in what he can working at his old trade while Frederick is under the care of his sister. Augusta is a student at the Bliss School of Oratory. She hopes that the skills of an orator will provide her with the means to augment the family income. Then she encounters Mary Baker Eddy. In 1884 Augusta earns a doctorate in Christian Science from Massachusetts Metaphysical College. And of what did Augusta's doctorate make her expert?

Christian Science opposes empiricism. In the words of Mary Baker Eddy: “Christian Science rejects the validity of the testimony of the senses, which take evidence of their own — sickness, disease, and death.” In other words, the physical world, matter, is unreal. This includes death. Since we know of death through the senses of hearing, seeing, touching, tasting and smelling, it must

be unreal.

There is more than a bit of disagreement among scholars as to whether Christian Science is monistic or dualistic. Monism holds there is but one principle underlying reality. Dualism holds there is both spirit and matter. Some scholars hold there is no evidence to be found in Christian Science of a spirit that created the material universe as a trap for man. Rather, that for the Christian Scientist the mind is the trap. This brings us back to Malicious Animal Magnetism, M.A.M. Mary Baker Eddy spent a good deal of time surrounded by acolytes working to offset the effects of M.A.M. directed at her by those who opposed her. M.A.M. has its origin in the mortal mind. Its converse is divine mind.

Is this a form of dualism? Some see it as such. And this brings us to Augusta Stetson.

Every founder of a religious sect fosters rivals. Mary Baker Eddy is no (Continued on page 48)

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(Continued from page 47) exception. One of her rivals, an individual she excommunicated before she excommunicated Augusta Stetson was named Josephine Woodbury. Josephine claimed to have produced a child through sheer will. Will is a key to Christian Science. Will brings about healing. Woodbury claimed to have been following Mrs. Eddy's teaching in producing a child on her own. She had a powerful will. Mary Baker Eddy could not have someone like this as a member of the church. She ousted Woodbury.

Josephine Woodbury was not as serious a rival for Eddy as Augusta Stetson. In attempting to “treat” the Board of Directors of the Mother Church with M.A.M. Stetson was taking too much on herself. Stetson's bailiwick was to have been the New York City church.

Mary Baker Eddy's most unique endowment, her most important religious attribute, was a strong religious will. With that will she denied the reality principle. She denied the reality of death.

A compendium of Mary Baker Eddy's thoughts and ideas is found in Science and Health and Key to the Scriptures. In it she says “No person can take the place of the author of Science and Health, the Discoverer and Founder of Christian Science. Each individual must fill his own niche in time and eternity.” Mary Baker Eddy clearly saw Augusta Stetson as stepping beyond the confines of her particular niche. Eddy resorted to excommunication when Stetson did so.

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The Genealogy Corner

Mystic Seaport Museum: An untapped resource for downeasters with seagoing ancestors

by Charles Francis

I

belong to the New England Genealogical Society. Every so often the society sends out a newsletter with research recommendations. Some time ago the society’s recommendation was Mystic Seaport: The Museum of America and the Sea. Some might think that because Mystic Seaport lies in the southernmost of the New England states that it would have little of interest to offer on Maine maritime tradition, much less be a resource for Mainers tracing seafaring ancestry. Well, it would seem that the reverse is actually true.

The Mystic museum is an untold resource for Mainers whose ancestors made their living at sea, especially Mainers with ties to the Bath/Brunswick area. The museum has seagoing

Maine- built vessels, vessels built in the Bath/Brunswick region. It even has the restored cabin of one of the most famous ships of the Cape Horn run, the Bath-built Benjamin F. Packard.

The Museum of America and the Sea boasts that it is “the leading maritime museum in the United States.” Backing up this claim is a 70,000-volume book collection and 2000 rolls of microfilm.

Then there is the collection of maritime photographs. If you stand a chance of finding the picture of a seafaring ancestor, The Museum of America and the Sea is the place to start looking. The museum has 1.3 million maritime photographs. That’s the largest collection of maritime photographs in the world.

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museum currently owns. The Estella A. is a Friendship sloop. It was built in Bremen and worked as a lobsterboat operating from Matinicus. The museum had the Estella A. restored in the Thomaston yard of Newbert & Wallace in 1970. In keeping with the record-preserving function of every museum, the Mystic museum has all the records of the Estella A.’s various owners.

Other Mystic museum vessels with Maine ties include the Roann, a dragger built in Friendship and the East Boothbay-built Sabino. The Sabino is the last wooden coal-fired steamboat in operation. It is used for day cruises. The prize of Mystic’s Maine vessels, however, is the cabin of the Benjamin F. Packard.

The Benjamin F. Packard was a (Continued on page 52)

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(Continued from page 50) 244-foot square-rigged, deep-water sailing ship. It was built in Bath by Goss, Sawyer & Packard. First owned by the famous Arthur Sewall & Co., the Packard routinely made the Cape Horn passage. The museum has Packard logs, ship manifests and crew lists.

It also has detailed information on Arthur Sewall who, besides being William Jennings Bryan’s running mate for the White House, is considered one of the great movers and shakers not only in American shipping and shipbuilding, but in the country’s railroad industry.

Now for The Museum of America and the Sea’s genealogical resources.

Simply put, the museum’s resources as they relate to ships, captains, ship owners and related factoids is stunning.

Moreover, it is free and accessible by computer.

The museum’s online data base includes a ship and yacht register for the years 1857 to 1900. Here’s a sample. It comes from the American Lloyd’s Register. The vessel is the Bath bark Aberdeen. The Aberdeen was built in Bath in 1864. The captain was W. B. Anderson. The owner was A. Lemont.

The online ship and yacht data base includes American and foreign shipping. It is user-friendly. Directions for using it are simple and easy to follow.

You can also research individual seamen, in addition to ships and captains, with the Seamen’s Protection Certificate Register Database.

Seamen’s Protection Certificates were issued to provide their bearer with a proof of citizenship. They were akin to passports. Any seaman sailing to a foreign port would (by necessity)

have one. They were available at custom houses, from notaries and from consuls in foreign ports. They included descriptive information such as height and weight.

The Seamen’s Protection Certificate Register Database is accessible by name and state. For example, Henry R. Blair of Bath was issued a certificate on February 13, 1839. Blair was twenty-three when the certificate was issued.

The certificate was issued by the New Haven, Connecticut Customs District.

Unfortunately, Henry Blair’s certificate is lacking specifics of physical description. However, there is a good deal of information to be found about the Blair family in the Bath/Brunswick area.

The first of Henry Blair’s ancestors in the Bath/Brunswick region were James and Jane (Todd) Blair. James and

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DiscoverMaineMagazine.com Jane were Scots. They arrived about 1738, settling in what is now Woolwich. Henry Blair was one of James’ and Jane’s great grandchildren. As for Henry, he eventually made New Haven his home. He spent much of his life as an oyster fisherman.

The digital data base of The Museum of America and the Sea is by no means all-inclusive. It does include the names of several thousand Maine men and the names of several hundred Maine ships.

The data base can be found by going to www.MysticSeaport.org. The examples I have chosen above were but a few of those for the Bath/Brunswick area. They were presented to indicate that anyone with seafaring ties to the area would find it worth their while to investigate just what The Museum of America and the Sea has to offer as a genealogy and maritime resource.

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Rangeley Tavern, Rangeley, ME. Item # 102144 from the Eastern Illustrating & Publishing Co. Collection and www.PenobscotMarineMuseum.org

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Memories Of Bustin’s Island

Teenage summers off the Freeport coast

by Charles Francis

O

ur two power boats, one a vintage Lyman Islander, the other an even older but beautifully restored gunmetal gray lobster boat, the Scoot Too, carved long wakes through the steadily darkening waters of Casco Bay. French’s Island was already far to the stern and Upper Green Island was just off to port. Ahead lay Great Chebeague Island, our destination and the location of the record hop we had begged our folks’ permission to attend. For a group of kids summering on Bustin’s Island in the mid-1950s, it was really a big deal to be allowed to

take out boats at night.

All summer we had been listening to WJAB, the “Big Jab.” As far as we were concerned, the “Big Jab” played the best rock and roll in Maine: Buddy Holly, Chuck Berry, Bobby Rydell and especially Danny and the Juniors’ “At the Hop.” Now, for the first time that summer we were going to a real “Hop” emcee’d by one of the “Big Jab’s” DJ’s.

We were kids of summer and for us summer was Bustin’s Island. Some of us were from Maine, while some were from Massachusetts or even farther afield. We were all, however, as famil-

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iar with boats and the water as any full time resident of the coast of Maine.

Jeff Carrier, who had the Scoot Too, was from Lexington, and his cousin, David Pease, was from Lowell. I can’t remember where Jeff Hahn, who had the Lyman Islander, was from, but it wasn’t New England. At the time I was living in Pennsylvania, but had grown up cruising boats on the Damariscotta River. Bert Brewer was from Brunswick and had been around boats and Casco Bay all his life. Even the girls like Annalee Tozier and Sally Guernsey spent as much time climbing in and out of boats as we boys did.

Bustin’s Island is situated just off Flying Point in the Town of Freeport.

To get there most people took Archie Ross’ boat, the Marie L, a converted lobster boat, from South Freeport. All us kids loved Archie. Archie, at this time, was probably in his mid-thirties, but none of us looked at him as an adult.

He ran the docks at Bustin’s and South Freeport just like we did. A small wiry man who was born on Chebeague, he was our size and he always went barefoot. Whenever we rode his boat, he let us go out on the bow so we could see close up the rip tide going through the narrows between Pound of Tea Island and Wolfe Neck, a channel that few but Archie regularly used.

Bustin’s in the fifties was, as it still is, a summer colony. A young Cole Porter once summered there, climbing the rocks and swimming off the dock.

Once in a while someone winters over just to be able to say that they have done it, but it is a long time since the little red school house there has seen the use it was originally intended for.

The island is about a mile long and half a mile wide. A dirt road circles the island and several others run through the interior. There are paths through a

55

DiscoverMaineMagazine.com small, quiet, tall white pine forest and a nine hole golf course on the eastern end of the island where we kids used to pretend we were Arnold Palmer or Jack Nicklaus. We also played tennis on the island’s clay courts and went to square dances at the Community House. But our big thing was boats. Every kid had to have a boat to be anybody, and every boat had its own special attributes and characteristics. In the fifties, before the advent of one hundred horsepower plus Japanese outboards, a ten horsepower Johnson or Evinrude was a big motor.

Jerry Baker had a three horsepower Evinrude on a boat so well designed it would plane. David Pease had one of the fastest boats around, the Martha Ann, which had an eighteen horse John-

son. His sister Martha had the P-54 for the family name and ‘54’ for the year it was purchased. It was equipped with a 5 ½ horse Johnson. My first outboard was a 7 ½ horse Elgin, which I had purchased from a cousin for twelve dollars.

The first few weeks I had the Elgin it ran well. Then one cylinder started cutting out. I’d be cruising right along in my old wooden boat heading towards Little French’s or Lower Goose and all of a sudden put…put…put..I found, however, if I jammed the throttle back and forth, it would sometimes catch.

Once I let Jerry Baker take the helm and the cylinder cut out. I told Jerry to work the throttle. Suddenly, with the throttle wide open, the engine roared to full power, splitting the transom and

nearly disappearing into the water off Garbage Ledges. The next year I got a new 5 ½ horse Evinrude.

A high point of the summer that we went to Chebeague island was the visit of Rear Admiral Donald MacMillan to Bustin’s. MacMillan, along with Admiral Peary, was one of the great Arctic explorers. Starting in the 1930s he had sailed with a group of college age young people in the schooner Bowdoin to the vast white north. All of us kids attended the lecture he gave at the Community House. Seeing films of that little vessel with its crew not much older than us, sailing among giant icebergs, made us want to join him. We even thought we could handle the plunge into the cold Arctic waters required of (Continued on page 56)

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(Continued from page 55) all who sailed on the Bowdoin. After all, we made fun of those who thought the waters of Casco Bay cold.

The summer I had my first outboard, the Elgin, I entered the annual Bustin’s Island Water Carnival. There were rowing races, a fifty yard swim, underwater balloon breaking contests, motor boat and sail boat races, as well as a host of other events.

The week of the carnival I came down with the flu but was determined to compete, even when the doctor recommended against it. I entered three events: the balloon breaking, rowing (there was no point in racing my onagain-off-again Elgin) and the fifty yard swim. There’s a trick to breaking a balloon under water. What it is I’m still not sure. By the time I decided to

bite my balloon, it was too late to place.

Rowing was a failure, too. My wooden boat was too heavy to compete with the light aluminum ones that were just beginning to be popular. My last chance for a ribbon was the fifty yard swim.

The start point of the race was a small float which had been anchored out from the public landing. When my age group’s turn came there were so many of us that we unbalanced the float. Kids jostled and pushed just to stay at the edge. When the gun went off to start the race I got tangled with someone so that we were both dead last. Thinking I had to do something, I put my head down and kicked like I never had before. I remember actually swimming over someone and then somehow I managed to edge out the

leaders and finish first. The next day I was too sick to get out of bed. But, I had my Blue Ribbon!

The fifties were a time of innocence for kids lucky enough to summer on Bustin’s Island. We camped out on uninhabited islands, cooked out on beaches, played endless games of canasta when it rained, and lived a life centered on the water. I don’t know what life was like for city kids in the fifties, but I’m sure glad I have my idyllic fifties’ summers to look back on. I wonder, though, what kids on Bustin’s did this past summer. Did any travel to Chebeague for a dance or do any of the other things we did?

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The View From My Rowboat

Memories of Boothbay Harbor

by Barbara Whitepine

W

hen I retired in June of 1995, my son-in-law Bill gave me a gift of a 13-foot Whitehall rowboat built by David Nutt of the Southport Boatyard. And what a beautiful boat she was! I named her Prima Vera after a college friend I had lost.

She had two rowing stations, plus a seat forward and aft. This sleek boat easily accommodated four passengers. Her elegant lines consisted of a wineglass stern, a tapered bow, and a keel below.

She came outfitted with a double set of oarlocks and two pairs of long, sweeping, lightweight oars. The gunwales

and tandem rowing seats were made of teak; the hull was made of sturdy fiberglass that spared us the annual caulking and painting needed by wooden boats.

The Prima Vera gave us a decade of great pleasure – whether rowing out to the Squirrel Island beach, under the Capitol Island Bridge, over to Burnt Island, around Mouse Island, down into Townsend Gut, or along the Pine Cliff shore with its view into Boothbay Harbor.

My friend Catharine and I had many exciting adventures launching the Prima Vera into Townsend Gut from

the concrete ramp near the Southport Bridge. I would get into the boat at the launch site while it was still riding high on the boat trailer attached to the car.

Catharine slowly backed the car down the ramp until the boat floated free.

That first moment of floating free never lost its charm for me. As the trailer began to go under water, Catharine felt the pull, and she was always afraid her car would be pulled into the ocean along with the boat and trailer. At the end of the summer we reversed the process. Now it was my turn to be nervous as I rode up the ramp sitting in the

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boat as it was pulled out of the water.

When the boat reached the top of the ramp I had to disembark, and that was tricky. It reminded me of climbing out of the rumble seat of my Aunt Evelyn’s old flivver. One time as I stepped out onto the fender of the trailer the Prima Vera suddenly lurched to one side and pitched me out onto the gravel far below. Ouch! I still have a scar on my shin to remind me of that painful fall when my leg scraped across the metal oarlock.

One unforgettable take-out was the time I made the mistake of trying to row up Townsend Gut against the turning tide. I confronted an incredibly strong current as the outgoing tide rushed towards me through that nar-

row channel. If I had been a student of physics I would have known that the smaller the opening, the faster the water flows through. I had a terrible time making any headway. Catharine, who was waiting at the take-out point, thought I had gotten lost. It took me almost an hour longer than usual to work my way against the tide that was racing full force towards me.

One of my favorite times in the Prima Vera was in the quiet time after sundown when I rowed out to explore the depths and shallows of the cove. After the day’s wind died down the ocean’s surface turned to glass. Fishing from the rocks, the great blue heron stood still as a statue; gulls and cormorants had gone off to sleep; mallards and mer-

gansers had herded their ducklings to shelter, and osprey had settled on their nests for the night. The glory of sitting alone under the giant bowl of sky overhead, watching the daylight fade, seeing darkening fir trees become silhouetted against the sky always gave me joy. As the day’s light disappeared, the magic of night emerged. There were no streetlights to dim the brilliance of the stars and the moon. Once a seal startled me by suddenly surfacing close to the side of my boat. With big, round eyes, the seal peered at me while I sat still with suspended oars that dripped onto the smooth surface of the sea. In those seconds of holding eye contact with the seal, I felt a strong sense of connection to the natural world around me.

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Old Glory Wings To Glory From The Beach Pilot vanishes after Old Orchard Beach takeoff

by Ian MacKinnon

I

f Lloyd Bertaud had not successfully obtained a court injunction, he might never had visited Old Orchard Beach — nor vanished afterwards.

Throughout the early and mid1920s, aviators repeatedly set and broke flying records, but non-stop transoceanic flights eluded completion.

Aviation aficionado Raymond Orteig owned two New York City hotels: the Brevoort and Lafayette. In 1919 he had announced the Orteig Prize, which would award $25,000 to the first pilot — any nationality, the French Orteig declared — to successfully fly non-stop from New York City to Paris or Paris

to New York City during the next five years.

No aviator even attempted the flight.

Orteig renewed his five-year offer in 1926.

Believing that “modern” aircraft could handle a transatlantic flight, aviators raced for the Orteig Prize. Charles Lindbergh, then a young and yet experienced aviator who was well-known in St. Louis, announced his intention to fly from New York City to Paris. Obtaining financial backing in St. Louis, Lindbergh traveled to New York to buy the Columbia, an aircraft that Giuseppe Bellanca had hand-crafted for the Air

Mail Service. Pilot Clarence Chamberlin had already kept the Columbia aloft for 51 hours, thus setting a world record. Lindbergh figured that if Chamberlin — then employed by the Columbia Aircraft Company — could stay airborne for 51 hours, then he could do so, too.

Lindbergh offered $15,000 (the asking price) for the plane. “Sure, I’ll sell it to you,” Columbia Aircraft Board Chairman Charles Levine told Lindbergh in paraphrase, “but I get to pick the pilot, and it ain’t you, Lindy baby. I want Chamberlin.”

“No deal,” Lindbergh probably re(Continued on page 62)

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(Continued from page 60) plied before departing New York City.

Then, in February 1927, Ryan Airlines President Frank Mahoney contacted Lindbergh and offered to build him a high-wing monoplane. Lindbergh met in San Diego with Mahoney and Donald Hall, an aircraft designer. The three men developed a unique design that became the Ryan M-2, dubbed the Spirit of St. Louis by Lindbergh.

Ryan Airlines completed the plane on April 28, 1927. Taking off from Curtis Field in New York and clearing telephone wires by only 20 feet, Lindbergh and the Spirit of St. Louis flew into history on May 20, 1927.

Two French aviators almost beat “Lucky Lindy” to win the Orteig Prize.

Only twelve days before Lindbergh launched his famous flight, French

aviators Charles Nungesser and Francois Coli settled into their seats aboard a PL-8 biplane and took off from Le Bourget Field near Paris to fly to New York City. Dubbed L’Oiseau Blanc (White Bird) for its Nungesser-inspired paint scheme, the PL-8 crossed the French coast at Normandy and promptly vanished.

North Atlantic weather proved particularly nasty that May; if they did reach the Canadian or American coastlines, Nungesser and Coli apparently became lost, and L’Oiseau Blanc burned all her fuel. Persistent rumors about a plane heard flying through decrepit weather over the Maritimes and Maine in May 1927 would spur several intensive ground searches for L’Oiseau Blanc wreckage in Maine during the

1990s.

Meanwhile, in April 1927, newspaper magnate William Randolph Hearst indicated that he would sponsor a plane and crew to capture the Orteig Prize. Ca Giuseppe Bellanca immediately indicated his intention to fly the Columbia from New York City to Paris. BellancaCall Ahead tapped as his pilot Clarence ChamberFor Hours! lin, who asked airmail pilot Lloyd Bertaud to fly with him. Charles Levine, who’s Columbia Aircraft Company still owned the Columbia, tried to yank Bertaud, who obtained a court injunction to bar the Columbia from flying without 207him. Subsequent legal and emotional wrangling saw Levine successfully remove Bertaud from the crew and Bellanca resign his designer’s post with Columbia Aircraft. Intent on flying

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DiscoverMaineMagazine.com with Chamberlin, Levine boarded the Columbia before the plane took off on June 4, 1927.

Pilots and plane flew non-stop to Berlin, landing there 46-1/2 hours later.

Once tossed from the Columbia, Bertaud decided to stage his own transatlantic flight. He contacted his friend, pilot James DeWitt Hill, about flying with him from New York City to Rome.

Hill hailed from Scottsdale, Pennsylvania. While a youth, he developed an intense interest in aviation, culminating in a failed parachute jump—with the family’s best tablecloth doubling as the parachute— from a stable. He later became a pilot circa 1913 and signed on with the Air Mail Service in July 1924.

In June 1927 Hill asked Bellanca to design a plane for the Rome flight.

Bellanca indicated that this endeavor, from design through construction, would take several months — which was much too long, Bertaud and Hill decided.

William Randolph Hearst agreed to sponsor their flight aboard an existing aircraft. Hearst remained “behind the scenes” during the subsequent run-up to an August-September launch; he let Philip Payne, editor of the Hearstowned New York Daily News, serve as sponsorship spokesman.

Hearst purchased a Fokker monoplane, a single-engine and high-wing aircraft with an enclosed, silver-painted fuselage; this plane, as clearly revealed in photographs owned by the Maine Aviation Historical Society, was the forerunner for the famous Fok-

ker Tri-Motor. Hearst had the plane shipped from Germany and a separate motor from Britain.

Test pilot Brent Balchen made the maiden flight on Hearst’s Old Glory on July 30, 1927. Bertaud and Hill wanted to launch from New York City’s Roosevelt Field as soon as possible, but various factors pushed them to transfer the launch site to Old Orchard Beach.

Payne accomplished Hill when he flew Old Glory to Maine and touched down on the Old Orchard sands on September 3. Why the choice of Old Orchard Beach? Already famous as a summer resort, “The Beach” offered hard-packed sand suitable as a landing strip for the era’s lightweight aircraft.

In fact, while flying his Spirit of St. Louis from France to the United States (Continued on page 64)

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(Continued from page 63) in June 1927, Lindbergh had staged an unscheduled landing at Old Orchard Beach. Bertaud and Hill figured their heavy Old Glory would have sufficient distance to get airborne at The Beach.

Meanwhile, William Randolph Hearst grew doubtful about the flight.

He repeatedly urged Payne to cancel the mission or at least stay home.

Payne politely disobeyed his publisher’s orders.

At 12:23 p.m., Eastern Standard Time, the extremely heavy (at 12,700 pounds) Old Glory lifted off from Old Orchard Beach. Hill actually flew the plane, with Bertaud working the radio.

Twelve motorcycle policemen briefly

escorted Old Glory as she started taxiing; minutes later, the aircraft gingerly bounced from the Old Orchard sands, just missed the dance pavilion on the Old Orchard Beach pier, and buzzed north along the Maine coast.

Flying about 100 miles an hour, Old Glory slowly progressed across the Gulf of Maine, Nova Scotia, and Newfoundland. Eyewitnesses almost unanimously reported that the plane was flying low, a factor possibly indicative of the aircraft’s weight. Flashing the Morse Code call sign “WRHP,” Bertaud signaled various monitoring stations en route.

At 2:55 p.m., Bertaud flashed a

signal that plane and crew were doing well. Another signal at 3:55 p.m. acknowledged the aircraft’s heaviness.

At 11:57 p.m. (EST), crew members aboard the S.S. California spotted Old Glory flying overhead 350 miles east of Newfoundland.

One legend affiliated with this flight has Payne bringing along a wreath adorned with a ribbon that read, “Nungesser and Coli: You showed the way.

We followed. Bertaud, Payne, and Hill.” Payne allegedly intended to drop the wreath somewhere over the Atlantic Ocean to pay tribute to the missing French aviators. If this legend is actually fact, then Payne personally delivered the wreath.

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Suddenly, at 3:57 a.m. (EST), September 7, Bertaud signaled an SOS. He sent another SOS at 4:03 a.m. (EST), a signal received by the S.S. Transylvania. Calculating that his ship was only 65 miles (or so) from where the SOS originated, Captain David Bone set course and poured on all available steam to reach the stricken Old Glory.

Struggling in strong winds and high seas, the Transylvania and four other ships scoured the area for more than thirty hours. Finding neither wreckage nor survivors, the ships’ crews abandoned the search. William Randolph Hearst promptly chartered the S.S. Kyle to find Old Glory. The Kyle’s crew did not take long; on September 12, they signaled that they had located sufficient wreckage — three fuel tanks, assorted fuselage components, and 34 feet from the wing — to identify the

plane as “down for the count.” No survivors were found, however. The S.S. Kyle ferried the wreckage to St. John’s, Newfoundland, from where Hearst had the debris shipped to New York.

Bertaud, Hill, and Payne vanished into aviation history. So did several other transatlantic aviators during that same timeframe, including one aviatrix briefly affiliated with Old Orchard Beach: Headed for Ottawa, Royal Air Force pilots Leslie Hamilton and Fred Minchin took off from England on August 31, 1927 aboard the St. Raphael, another Fokker monoplane. Accompanying the flight was Princess Anne Lowestein-Wertheim, an aviation fan.

The plane flew above an oil tanker near Newfoundland and then vanished in the fog. No wreckage was ever found.

Frances Grayson, a married New

York real estate tycoon, was a famed aviatrix who sought fame as the first woman to cross the Atlantic Ocean. She and a wealthy friend, a Danish woman, purchased the Dawn, a twin-engine aircraft, which Grayson brought to Old Orchard Beach prior to attempting a flight to Copenhagen. A savage storm damaged the plane at Old Orchard Beach, and when Grayson and pilot Wilmer Stultz finally took off, engine trouble forced them to abort their flight soon afterwards. Grayson did not take the repeated hints. In December 1927, she and pilot Oskar Omdal took off aboard the Dawn from Roosevelt Field, destination Denmark. Aircraft and crew promptly vanished.

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66

The Life And Times Of Roaring Dan Seavey Maine’s only native pirate was Scarborough-born

by Charles Francis

H

e was a United States Marshal, a whale of a bare-knuckle fighter, and he could drink just about anyone under the table. And he liked children. There doesn't seem to be much disagreement about these facts.

There's a lot of disagreement about the rest of Dan Seavey's life, though.

Dan Seavey may have been a pirate.

That possibility could have something to do with Seavey's nickname, “Roaring Dan.” A pirate needs a memorable cognomen. But then the nickname may just have related to Roaring Dan's penchant for boozing and fighting.

Piracy is just one of the misdeeds Dan Seavey is alleged to have been involved with over his span of years.

He has been called pimp, bootlegger,

thief, mooncusser and cheat. Was he any of these? For sure, Seavey walked a thin line for much of his life. That line would make Seavey an excellent subject for a film, say a black comedy or perhaps film noir. Roaring Dan played it so close to the edge and has been accused of so much that he probably did do something illegal or at least unsavory at one time or another. As they say “Where there's smoke, there's fire,” and Roaring Dan trailed an awfully long plume of smoke much of his life.

Dan Seavey has been called Lake Superior's only pirate. He has been called Michigan's only pirate. Wisconsin claims something similar. If Roaring Dan was indeed a pirate, then he just may be the only native-born Maine

pirate.

Much of what is said of Dan Seavey falls into the category of conjecture. It is folk tale and myth. It places Seavey among the likes of Pecos Bill and Mike Fink. The only real difference between the latter individuals and Roaring Dan is that there are people still alive who knew Seavey.

Roaring Dan died in 1949. He died in a nursing home when he was eightyfour. Those alive today that knew Seavey are about that age now. What they recall is a mild-mannered man who bought root beer for little kids.

Those who liken Seavey to a pirate and more are those who look to newspaper accounts, court records and the like, and build tales. And a good many of (Continued on page 68)

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(Continued from page 66) those tales take into account Roaring Dan's origins.

Dan Seavey grew up on the Maine coast. For some, that's enough to explain his piratical exploits. The Great Lakes didn't produce any home-grown pirates. Bootleggers, yes, but not pirates. Plus, Roaring Dan was an accused mooncusser. Moon cussing is a practice associated with the lonely, storm-tossed shores of the Atlantic — not the community-lined banks of a Lake Superior, Michigan or Huron.

Moon cussing is the moving of navigation lights. Or it is showing false navigation lights. The idea behind the practice is to lure a ship to its destruction. Then, once it has run aground and abandoned, it can be picked clean of its cargo quite legally. The practice is called salvage. Roaring Dan was supposed to have learned the practice in Maine as a youngster. You would be hard-pressed to find cases of moon cussing in Maine, though. For that you

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have to look to the British Isles. You have to look hard to find a Maine pirate, too.

There are famous pirates associated with the Maine coast. Captain Kidd is said to have buried treasure here. The same is said of Blackbeard. Dixie Bull operated down east. Black Sam Bellamy raided out of Machias for a time.

None of them were born in Maine, though.

Dan Seavey was from Scarborough.

He was born there in 1867. He was brought up by an older brother, Abial, a farmer. Maybe that explains where Dan's rambunctiousness came from.

His father died when he was seven. Often as not, an older sibling isn't a good role model. The older brother or sister is too busy getting along with his or her own life to take any real interest in a kid brother or sister. Regardless, Dan left the family farm early on, when he was thirteen.

Dan Seavey left home to go to sea,

to be a sailor. That is as good an explanation as any for where he picked up what bad habits he had. There is no evidence Abial Seavey or anyone else Dan came in contact with in his early years in Maine was ever a pirate or a mooncusser. There would have been plenty of opportunities and time for an impressionable youth like Dan to have learned about drinking and fighting from shipmates, though.

When Dan was twenty-five or so he moved to a small Wisconsin town on the shore of Lake Superior. He married and fathered two daughters. Eventually the family moved to Milwaukee, where Dan ran a saloon. Then, in 1898 he deserted his family; at least that is the story.

What most likely happened was that Dan succumbed to the lure of gold. He took off for the Klondike gold fields.

His companion on this adventure is supposed to have been an heir to the Pabst brewing fortune. Dan didn't

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strike it rich, though. Within two years he was back on the Great Lakes, this time living in Michigan, and the captain of a schooner 'cum transport called the Wanderer.

The proven facts of the Wanderer indicate it was a legitimate commercial vessel, a cargo carrier. The Wanderer carried locally grown fruit and grain to market. Captain Seavey is also said to have had a lucrative trade in providing prostitutes to the bordellos that sprang up around the mines of the booming Mesabi Iron Range. However there are tales that allude to Roaring Dan sailing his ship into a port in the dark of the moon, and raiding docks and warehouses for whatever goods might be left unguarded.

One chronicler of the period says “The business [of the Wanderer] served as a cover for piracy.’

Stories of Roaring Dan's fighting abilities seem legion. On one occasion a saloon emptied as he and another

tough, a character known as the Manistee Bruiser, went at it. When the fight was over with Dan (the winner), the saloon was a total wreck. On another occasion Dan took on a professional boxer named Mitch Love. It was an outdoor event, in the winter. A ring was cleared on harbor ice. In the end, 200 paying spectators saw Love carried off the ice unconscious.

Roaring Dan never seemed to get in any real trouble, or at least if he did, he got out of it. His most serious scrape involved a vessel named the Nellie Johnson, a 40-foot schooner. Roaring Dan was accused of highjacking her in 1908.

Dan had served as a crewman on the Nellie Johnson at one time. He knew her and the habits of her crew well.

This happenstance made it easy for him to take off in her one night and unload her cargo in Chicago. That is, after he showed up with a jug, and invited those crew members left on board ashore.

There he proceeded to drink them under the table. The problem was that Roaring Dan was identified as the man responsible for the Nellie Johnson's disappearance. A Revenue Cutter, the Tuscarora, went out in pursuit of him.

Even when Dan hid the ship up a river and went back out in the Wanderer, it did no good. He was caught, thrown in a Chicago jail and charged with piracy, a hanging offense. Dan's lawyer got him off, though. Because Dan had served on the Nellie Johnson, he was convicted of “the unlawful removal of a vessel.” For the remainder of his life, Dan claimed to have won the vessel in a card game.

Roaring Dan next showed up as a Deputy United States Marshal. His major responsibility as a federal officer was going after smugglers and, during Prohibition, bootleggers. One legend has it that when a bootlegger refused to be arrested, Dan dropped a piano on the fellow's head, killing him. When the (Continued on page 70)

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(Continued from page 69) Wanderer burned to the scuppers, Dan bought a 40-foot motor launch. The latter craft was the choice of rum runners.

The suggestion here is, of course, Deputy United States Marshal Seavey was a bootlegger.

Was Dan Seavey a dark individual? Was he a film noir character who walked both sides of the law? Was he a husband and father who deserted his family? Though Roaring Dan ended his life in a nursing home, he lived out much of his golden years with a daughter in Wisconsin. One can picture him at this time looking out onto Lake Superior and perhaps thinking back to his childhood when his eyes were captured not by a great lake but by the broad Atlantic. Somehow this is not the image one has of a bold and dastardly pirate.

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Recuperating Soldier Diverted His Future Love From Her Intended Date A World War II love story

by Ian MacKinnon

W

hile convalescing from a shrapnel wound in 1945, Leland F. King diverted his future love from her intended date.

Now living in Coopers Mills, King hails from Jefferson, where he lived on the farm owned by his parents, Leland S. and Hazel King. In his “Diary of World War II,” King noted that “in 1941 I worked at Hyde Windlass Company making propellers for destroyers.”

Receiving his draft notice in November 1942, the 20-year-old left Wiscasset by train on December 2 and arrived later that day at Fort Devens, Massachusetts.

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King remained there for three days before being “shipped out to parts unknown” aboard another train; he would, however, see Fort Devens again.

King and other soldiers arrived at Camp Maxey, located near Paris in northeastern Texas. “Can you imagine a young civilian at age 20 years getting off that train with dozens of others in pouring rain, being loaded on trucks with all the military brass shouting orders?” he remembered. “Kind of confusing!”

Training in infantry tactics, the soldiers would join the 102nd “Ozark” Infantry Division, activated in September 1942 and destined for the European

Theater of Operations. King was assigned to “Easy” (E) Company, 407th Infantry Regiment, which “shipped out to Fort Dix, New Jersey” in August 1944 and boarded the SS Marine Wolf in New York Harbor. That ship sailed in convoy for France on September 7.

King landed at Cherbourg in late September. “We were trucked to St. Pierre and set up tents in an orchard,” he wrote. “The town was off limits, but we would go in anyway.”

King vividly described a misadventure involving “a friend named Heydt” who spoke German while asking a French butcher for steaks. Thinking that Heydt was a German soldier dis(Continued on page 72)

Southern Maine

72

(Continued from page 71) guised as an American, “the man pulled a knife on us,” but “Heydt soon spoke English” and defused the situation, King recalled.

Soon his outfit entrained for Liege, Belgium, nearer the front lines. “Our first combat was in Maastricht, Holland, at an old brick factory where we held the front lines,” King wrote. Out front lay knocked-out American and German tanks.

King was the squad leader overseeing a machine gun deployed to the right; a Sgt. Ramis oversaw a machine gun deployed to the left. The American soldiers placed trip flares beyond their immediate defenses; one night an Easy Company patrol “was to cross in front of my gun,” he remembered. “Instead they crossed at my right flank and sent up flares that we had placed there.

“Of course, we thought it was a German patrol, and all hell broke loose,”

King wrote. As he was trained, he pulled and dropped the pin from a hand grenade, then almost threw it before discovering “they were friendly troops” outside the American lines.

“Fortunately, none of our men were hit,” King recalled. Clutching the grenade, he summoned help; “my section leader came up, and we tied string around the handle. The next morning I found the pin and deactivated the time bomb.”

Easy Company “fought through Dusseldorf, Linnich, Rurdorf, and Flossdorf” near the Roer River,” King wrote. Fought on December 2, the Battle of Flossmoor “was the worst battle we had been in. Some guys tried to move forward and were killed instantly.”

Easy’s machine-gun section deployed during the battle. “I was shooting tracers from my M1 rifle so my gun-

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ner could pick out a German machine gun that had us pinned down,” King recalled. “Soon after, while I was in a prone position shooting,” an 88-millimeter German artillery shell exploded nearby.

“A piece of shrapnel penetrated my right arm, and I rolled onto my side,” King wrote.

The wound saw King evacuated to the battalion aid station, where “a half body cast was put on from my waist up to support my right arm.” He later shipped to “a temporary hospital … set up at a hotel” in Paris before being flown by C-46 to an American hospital in Birmingham, England.

There “the doctors [finally] took the steel out of my arm,” King remembered, but an infection soon developed in the wound. King experienced severe pain, and even penicillin could not cure the infection.

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DiscoverMaineMagazine.com “It turned out that a lot of clothing had gone into my compound fracture when I got hit with shrapnel,” he wrote.

“They took me down to the operating table, cut open the cast, and removed all the clothing that had entered the wound. After this I started to heal.”

In March 1945 King sailed from Scotland to New York aboard the liner Queen Elizabeth, enjoyed “a gorgeous steak dinner” after landing in the Big Apple, and entrained for Fort Devens and Ward 52 in Lovell North Hospital.

After recuperating for a few weeks, he received “a 30-day furlough to come home to Jefferson with my parents.”

King went “dancing every night of the week” before returning to Fort Devens. Still recuperating from his wound, he soon received another pass to visit Jefferson. “This time I brought back my 1936 Dodge that I had” before joining the Army; a civilian friend

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helped King drive the car to Devens.

“Could I now find a date?” King wondered. He could not shift the Dodge’s standard transmission with his incapacitated right arm, but a soldier named Castle had a broken leg, so “with him shifting, we could go any place,” King wrote.

While driving toward Ayer (in Massachussetts) one afternoon, the two recuperating soldiers “saw two nurses waiting for a bus to town,” King remembered. “They looked nice in their uniforms.”

With Castle’s help, he pulled over, asked the nurses if they needed a lift into Ayer, and the women climbed into the Dodge. “They said they had a date in town at a club,” King wrote. “We went to the club, but I did not stop. We went to another club.

“That was the start of my love affair with Marian,” he recalled. “We dated

the rest of the summer in 1945.” Marian and the other nurse, Vivian, even visited King’s parents in Jefferson, where “the two girls from the city” discovered that “the toilet was in the shed, and we had kerosene lamps for light.”

The Army sent King home in early October 1945; Marian was not discharged until May 1946. Leland and Marian had definitely discussed marriage; their wedding took place in Pennsylvania on June 29, 1946.

Afterwards, Mr. and Mrs. King settled in Maine and raised two sons.

“Marian was a wonderful loving wife, a very good mother to both our boys,” Leland King later wrote. After 52 years of marriage, she died in October 1998.

“I miss her!” Leland paid a poignant tribute to the sweetheart whom had he diverted from her intended date so long ago in Massachusetts.

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Southern Maine

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Group of officials and workmen watch on as Governor Barrows breaks ground for new lobster rearing station in Boothbay Harbor in 1938. Item # 7651 from the collection of the Maine Historical Society and www.MaineVintageImages.com

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Family enjoys camping on Damariscotta Lake in 1950. Item # 6596 from the collection of the Maine Historical Society and www.VintageMaineImages.com

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The Hannah Simmons And Barnabas Fountain Mysteries A quest for Discover Maine readers

by Charles Francis

W

ho was Hannah Simmons?

There are a fair number of people with ties to the mid coast who would like to know. What they want to know is Hannah's lineage, who her parents were, and further back.

What we do know about Hannah Simmons is that she lived in Waldoboro. We know she married Levi Russell of Waldoboro. We know Hannah and Levi had a large family, at least eight children. It is some of their descendants who want to know Hannah's lineage.

The Hannah Simmons mystery is tied into another, that of Barnabas Fountain. We don't know Barnabas Fountain's lineage, either. Barnabas

lived on Loud's Island in the town of Bristol. His wife was Elizabeth Joyce.

Barnabas and Elizabeth had nine children. Some of their descendants want to know Barnabas' lineage.

We have a theme developing here.

It is a theme familiar to a good many family historians and genealogists. It is the theme of the mysterious ancestor.

There is a good deal more to the theme, though. We know a good deal about the ancestry of the spouses of Hannah Simmons and Barnabas Fountain. We can trace the ancestry of Levi Russell back for a number of generations. It runs to Marshfield and Pembroke in Plymouth County, Massachusetts and then to England. We can trace the ancestry

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of Elizabeth Joyce a lot further into the past. Marshfield is there, as well and England and then France. There is nothing out of the ordinary in this; it happens often. There are, however, some unique coincidences, coincidences that make this tale of researching family history something beyond the norm. To begin with, there are links between the descendants of Levi and Hannah (Simmons) Russell and Barnabas and Elizabeth (Joyce) Fountain.

Some descendants of Levi and Hannah Russell and Barnabas and Elizabeth Fountain joined in holy matrimony. For purposes of this piece I will give one such marriage as an example. The marriage is that of Levi Russell and Eliza-

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beth Ann Fountain. This Levi Russell was born in Waldoboro in 1819. He was the son of Levi and Hannah (Simmons) Russell.

Elizabeth Ann Fountain was born in Bristol in 1829. She was the daughter of Isaac, the son of Jacob, the son of Barnabas and Elizabeth (Joyce) Fountain. Levi and Elizabeth Ann (Fountain) Russell made their home in Jefferson.

Just how many descendants of Hannah Simmons and Barnabas Fountain are there and how many are concerned with the ancestry of their forebears? Of the former, the number is several thousand, several hundred of whom live in Maine. On the latter it is impossible to say; I will identify a few that are known to me, though. Ann Pitzen and Kenneth Rockwell are extremely interested in the ancestry of Hannah Simmons. James Russell is, too. Rockwell and Russell have theories as to Hannah Simmons' parentage. Alvin Fountain Gamage and Claude Fountain have speculated on the origins of Barnabas Fountain.

Of the two, Hannah Simmons and Barnabas Fountain, the latter presents the greater difficulty as far as further research is concerned. Hannah Simmons was born in Duxbury, Massachusetts.

Her birth date is given as about 1757.

Barnabas Fountain was born in London about 1737. The problem, of course, is that it is a lot easier to get to Duxbury than London. Should someone be able to access London birth records, however, there is an interesting line of research to follow. One of the children of Barnabas and Elizabeth (Joyce) Fountain, Anna, was born in London.

The patriarch of the Simmons family in Waldoboro would seem to be one Nathaniel Simmons. When Waldoboro was incorporated in 1773, Nathaniel was one of the first municipal officers. We don't know what the exact

relationship was (if there was one) between Nathaniel and Hannah, though.

However, Nathaniel, like Hannah, was from Duxbury. Kenneth Rockwell puts it this way: “My pet theory is that [Nathaniel's] brother Jedediah is Hannah's father, but he's not well documented outside their home town of Duxbury; hence my quest for corroborating evidence in Maine to document his [Jedediah's] residency there. [Jedediah's] wife was Lydia Soule, and Hannah and Levi's first daughter was a Lydia.”

It should be noted here that Duxbury and Pembroke and Marshfield were essentially one and the same for a long period, and that the Russells were from Pembroke and Marshfield. John Russell makes a somewhat similar point when he says “I have a source from my side of the Levi Russell family that says that Hannah Simmons married Levi 27 Oct 1778 at the home of Zedediah Simmons in Bristol.” Are Jedediah and Zedediah one and the same? There is one last point to consider here. The History of the Simmons family: from Moses Simmons, 1st, (Moyses Symonson) ship "Fortune" 1621 does have a Hannah Simmons. This Hannah was born Hannah Lewis. She married Cyrus Simmons. Did Cyrus die and Hannah marry a second time? Or is there perhaps another Hannah Simmons of similar circumstances?

Levi Russell's ancestry can be traced back to a George Russell. George Russell married a Jane James. George was born about 1595 in Hingham, England.

He and Jane married there. We have no birthplace for her. More might be learned with a visit to Hingham, which in the late 1500s was a small village.

Here church records could be investigated. It is a matter of someone doing the research. The ancestry of Elizabeth Joyce is an entirely different matter.

Joyce family history has been re-

searched to — as they sometimes say — the nth degree.

Elizabeth Joyce was a descendant of Ilbert deLacy, 1st Baron of Pontefract. Ilbert (Hilbertus) and his brother Walter (Walterus) deLacy were the two Lords of Lasci who accompanied William the Conqueror in 1066 to England. The deLacy brothers fought in the Battle of Hastings. They went on to found two separate families by the name of deLacy in England. Ilbert and Walter came from Lassy in Normandy.

Their father is most often identified as Hugh deLacy, a vassal of Bishop Odo of Bayeux. With Hugh, knowledge of the line stops.

As most family historians know, tradition plays an important role in establishing the truth or falsity of what was or wasn't. John Russell's story of Hannah Simmons marrying Levi Russell at the home of Zedediah Simmons in Bristol falls into this category. It seems to be the only tradition that in any way relates to whom Hannah Simmons may have been. There are two family traditions involving the Fountain line that have yet to be proved or disproved.

One Fountain family tradition has it that there is a link between Barnabas Fountain who settled Loud's Island and a Huguenot named John de la Fontaine.

A number of years ago Alvin Fountain Gamage said “I have always thought the Fountains were part of the John de la Fontaine family which was driven out of France and is described in James Fontaine's Memoirs of a Huguenot Family published in l838.” This tradition is also subscribed to by some of the descendants of Levi and Elizabeth Ann (Fountain) Russell of Jefferson.

The sources of this particular tradition would seem to have been long lost by those who subscribe to their possibility.

The same can also be said of the second Fountain family tradition.

(Continued on page 78)

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(Continued from page 77) The other of the two Fountain traditions involves a member of the family being one of the Regicides who fled to New England in the late 1600s. The Regicides were those who signed the death warrant for Charles I. A Fountain family tradition says the Regicides hid in a cave near Connecticut's famous “Charter Oak”outside of New Haven. Connecticut history backs this up. Three Regicides are known to have lived in New England. John Dixwell seems to be the only one with a New England descendant line. So far there seems no connection between this line and the Fountain line. Nevertheless, Elizabeth Ann Fountain seems to have believed the story.

Essays such as this one have a purpose. Individuals that may have some answers to the mysteries they present may read of them and come forward with solutions, be they partial or com-

plete. In the past, Discover Maine Magazine has been kind enough to publish similar pieces. Invariably, readers came forward with information solving the particular issue. If that happens here the individuals mentioned above as seeking answers as to the ancestry of Hannah Simmons and Barnabas Fountain and the tales associated with the Russell and Simmons and Fountain families will certainly be gratified.

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Directory Of Advertisers Business #9 Lake Outfitters ......................................

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4 Seasons Guide Service ........................... 78 44 Degrees North Architects.................... 78 A Little Off The Top .............................. 42 A+ Pet Grooming Academy ................... 14 ABC Sawmill .............................................. 73 Acton Fair .................................................... 11 Anthony Mancini Electric ......................... 50 Asmara ........................................................ 16 Atwood Painting Company ...................... 72 Autumn Green Funeral Home ............... 23 Babies Love Them ................................... 45 Bald Mountain Camps Resort ................ 52 Beaupre Fuels ............................................. 6 Bebe’s Burritos .......................................... 7 Benkay / Kushiya Benkay ..................... 30 Ben’s Barber Shop ..................................... 72 Ben’s Oldport Barbershop ....................... 35 Biddeford-Saco Chamber of Commerce ......... 8 Big Fish Fence Supply, Inc. ..................... 10 Bitter Sweet Barn ....................................... 14 Blue Door Primitive Peddler ..................... 9 Bob Temple Well Drilling ........................ 40 Bob’s Clam Hut .......................................... 6 Boothbay Animal Hospital ........................73 Botto’s Bakery ............................................ 50 Bowdoin Town Store ................................ 69 Brill Lumber Co. ....................................... 12 Bruce’s Burritos .......................................... 27 Bruno’s Restaurant & Tavern ....................48 Bulldog Camps & Lodge .......................... 60 Buxton Tavern .............................................22 C&J Chimney & Stove Service, LLC ............... 76 Cabot Mill Antiques ................................. 70 Camp Do What You Wanna ................... 51 Captain Daniel Stone Inn ......................... 41 Carrabassett Real Estate ........................... 56 Caron & Son Screening ........................... 61 Carter’s Cross Country Ski Shop & Centers.... 62 Casco Federal Credit Union ................... 3 Cedar Mountain Cupolas ........................ 25 Cityside Auto Service, LLC ................... 15 Clark Auto Parts .........................................47 Clayton’s ..................................................... 66 Cliff Roderick, Inc. ....................................24 Coastal Hardware, Inc. ............................ 67 Coastal Veterinary Care .............................73 Coggins Road Auto ................................... 75 Cole Harrison Insurance ............................21 Conroy-Tully Crawford Funeral Homes .......... 17 Cornelia C. Viek, CPA ............................... 69 Country Coach Charters ........................... 76 Countryside Retreat, LLC ..........................64 Crosstone Conference Center & Restaurant....... 55 Cumberland County FCU ..........................32 D&G Restoration, LLC .............................17 Dale Rand Printing .....................................17 Damariscotta Veterinary Clinic .................75 Dana’s Snowmobile Rentals .......................56 Deb’s Diner ..................................................78 DeWolfe & Wood Books .......................... 22 DiMillo’s Restaurant ....................................49 Dirfy Generators .........................................24 Donatelli’s .....................................................16 Dow’s Eastern White Shingles & Shakes ........... 4 Driftwood Cabins ........................................58 Duayne Maschino & Son, LLC ................ 25 Dunstan Ace Hardware.............................. 16 East Lebanon Glass ................................... 23 Ecopelagicon ............................................... 53 Ed’s Grove ..................................................... 8 Elder Care Network ....................................76 Exchange Street Cafe ................................. 18 Fairfield Antiques Mall ...............................64 Fairground Cafe .......................................... 69 Falmouth Inn ...............................................27 Finelines Auto Body ...................................13

Business

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Flowers, Etc. .................................................69 Fore River Dock & Dredge .......................38 Fournier’s Leadership Karate Centers ...............48 Franklin Savings Bank ........................ .62 Frechette’s Ski-Doo .................................... 54 G&F Septic ................................................... 9 Gediman’s Appliance................................. 72 Gerry & Sons Snowmobiles ......................10 Giles Rubbish ...............................................74 Goodnow’s Variety.. ............................ 78 Grady Forest Products ...............................73 Granny’s Burritos ....................................... 33 Gray Family Vision Center ...................... 26 H.T. Winters .................................................74 Haggett Hill Kennels ..................................74 Hammond Lumber Co. ..............................20 Hampton Inn Saco .................................. 22 Handyman Rental ........................................33 Hanley’s Market .......................................... 46 Hanna’s ..........................................................46 Harbor Fish Market ....................................35 Hatch Well Drillers ......................................76 Hawkes Tree Service ...................................44 Hawk’s Nest Lodge & Restaurant..............57 Holiday Inn Bath .........................................44 Holiday Inn By The Bay .............................33 Hunter’s Truck & Tire ............................... 67 Hyde Schools ...............................................41 Hydraulic Hose & Assembly ...................... 4 Ideal Septic Service .................................... 75 Insulation Systems........................................43 J. Edward Knight & Co. ...............................4 Jackman Auto Parts .....................................63 Jackman-Moose River Chamber ...................... 56 Jackman-Moose River Chamber ................56 Jackson’s Hardware ...................................... 6 James C. Derby Housewright .....................78 Jameson Tavern ........................................... 67 J’s Oyster Bar ................................................30 K&G Auto Sales .......................................... 45 K&J Heating .................................................26 Katahdin Inn & Suites .............................. 61 Kelly’s Landing .............................................58 Klassic Klunkers ...........................................44 Kniffin’s Specialty Meats ............................ 23 Knight’s Inn ................................................. 71 Koehling Construction ................................45 Lamoreau Improvements, Inc. .................. 40 Larrabee Insurance Agency ........................73 Linneus Sno-Sports .....................................65 Lisbon Fuel Co. ............................................68 Load Of Dirt.Com ..................................... 28 Long Pond Camps. & Guide Service ............ 63 Long Reach Shellfish, Inc. .......................... 42 Longfellow Barber Shop ............................ 28 Longfellow Books ....................................... 18 Los Tapatios Mexican Restaurant................ 6 Lyn’s Spring Service, Inc. ........................... 25 M.D. Mechanical Contractors ....................25 Maine Historical Society ..............................16 Maine Pellett Sales, LLC ............................ 68 Maine Woolens Outlet ................................42 Mama D’s Cafe ...........................................74 Maple Lane Builders, Inc. ............................76 Marine Parts Express ...................................46 Masters Machine ..........................................46 McKean & Charles ...................................... 47 Meadow Lanes ............................................. 62 Mediterranean Grill .....................................39 Mel’s Raspberry Patch ................................ 23 Mesa Verde ....................................................16 Mike’s Auto & Light Truck Service ...........18 Mittapheap World Market ...........................17 Moe’s Italian Sandwiches ............................23 Mollyockett Motel & Swim Spa.................. 55 Montuori Painting ........................................75 Moosehead Lake Region Chamber ............63

Business

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Moulton Lumber Co. .................................... 3 Mount Blue Motel ....................................... 54 Mountain Guide Service ............................ 67 Mr. Electric ....................................................24 Mt. Jefferson Ski Area, Inc. ....................... 64 Muddy Rudder ............................................ 66 New England Kitchens .............................. 34 Northeast Laboratory Services ................... 3 Northern Mountains Real Estate ...............63 Now You’re Cooking ...................................43 Oak Hill Hardware............................ .......... 16 Ocean Air Cooling Systems, Inc .............. 38 Old Port Sandwich Shop .............................32 Olde Mill Tavern ..........................................24 Open Door Books .......................................71 P&C Automotive, Inc. .................................14 Penobscot Marine Museum ........................19 Pepperclub ....................................................35 Phil’s Foreign Auto ......................................38 Photo Market ............................................... 31 Pins & Needles ............................................ 54 Plummer’s Ace Hardware............................. 9 Plummer’s Shop N’ Save .................... ...... 9 Portland Pirates ..............................................5 Portland Plastic Pipe ....................................15 Portland Regional Chamber ........................18 Precision Transmission & Auto Care .........21 Quick Turn Auto Repair ............................ 47 Rangeley Saddleback Inn ........................... 51 Rangeley Lakes Chamber ........................... 53 Red Mill Lumber ......................................... 14 Ricetta’s ......................................................... 27 Richard Wing & Son Logging, Inc. .......... 14 Richardson Monument Company .............32 Risbara Bros. Construction .........................48 Rivalries .........................................................38 River Valley Grill ..........................................64 Rockin’ P Sporting Lodge & Cabins.............59 Rogers ACE Hardware ...............................72 Roy’s Tire & Auto Sales ...............................40 S.A. McLean, Inc. ........................................ 10 Saco Valley Sports Center .......................... 12 Sacopee Valley Eye Care ............................. 11 Samuel’s Bar & Grill ................................... 29 Sanford-Springvale Chamber .....................10 Scarborough’s Collision ...............................47 Scarpa’s ..........................................................29 Scott Richardson Drywall ...........................68 Seymour Excavating, Inc. ............................68 Shadowed Birch Kennels ........................... 13 Shays Grill Pub........................................... 35 Shear Body Hair Studio & Spa ................ 40 Skidompha Book Shop ...............................46 Skip Cahill Tire .............................................74 Sleepy Hollow Motel .....................................7 Solon Corner Market ...................................56 Solon Superette ............................................56 South Bristol Fisherman’s Co-Op ............ 45 Southgate Family Restaurant .......................71 Spillers’ Farm Store ..................................... 21 Spread Restaurant.........................................37 Steeplebush Farm Herbs ............................13 Steve Brann .................................................. 39 Steve Caiazzo Plumbing, Inc. .......................8 Stevens Electric & Pump Service.............. 4 Stone Craft Concrete ...................................36 Stone Soup Artisans .................................... 8 Stratton Plaza Hotel & Lounge ..................62 Sumthin Fishy ...............................................40 Sunnyside Restaurant ...................................22 Sunrise Grill ................................................. 20 Super 8 .......................................................... 29 Swags Window Decorating Shoppe, LLC ........ 20 Swamp Johns Jewelry ...................................20 Swiss Time .................................................. 34 Texture Hair Designs & Tanning ..............43 Thai 9 Restaurant .................................38

Business

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Thai Garden Restaurant ................................. 39 The Birches Resort................................. ..... 80 The Brunswick Inn ....................................... 42 The Corsican Restaurant .................................. 39 The Farmers Table ........................................... 28 The Good Life Market .................................. 25 The Great Lost Bear ........................................ 33 The Hearth Doctor .......................................... 40 The Lodge At Kennebunk .............................. 21 The Looney Moose Cafe ................................ 63 The Milk Room Store .................................... 9 The Narrows Tavern ....................................... 78 The Park Danforth .......................................... 32 The Pet Sitter .................................................... 27 The Theater Project ..........................................70 Thornton Oaks.................................................. 70 Three D’s Variety ................................................8 Tidd’s Sport Shop ..............................................59 Tindall’s Country Store & Dam Diner............56 Tomhegan Resort ............................................. 58 Tom’s Barber Shop ............................................26 Town & Lake Motel & Cottages .................... 52 Vail’s Tree Service ..............................................43 VIP Eyes ............................................................ 34 Walter’s ................................................................28 Ward Cedar Log Homes ...................................24 Warren Auto Barn .............................................47 Warren’s Florist ..................................................24 Waterfront Flea Market ....................................70 Waterman’s Service Center ............................. 15 Waterway’s Coffee Shop & Quick Lube ........ 9 Webb’s Smelt Camps ........................................ 64 Wellness Chiropractic Care ...............................71 White Cap Grille ................................................37 Whitney Tree Service ..........................................3 William Perry Cigar Lounge ............................ 13 Wilson’s Drug Store........................................... 72 Wolf Ledge Refuge & Training........................ 75 Woody’s Bar & Grill .......................................... 58 Xtreme Audio .................................................... 31 Xtreme Fuel Treatment ................................... 36 Xtreme Northwoods Adventures ....................59 Yankee Yardworks ............................................. 39 Zen Chinese Bistro ........................................... 28

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