The Green Mountain Railway: Bar Harbor :S Remarkable Cog Railroad by Peter Dow Bachelder Cadillac Mountain: A Coastal Landmark At 1,532 feet above sea level, th e summit of Cadillac Mountain is th e lofti est spot on Mount Desert Island. Moreover, it holds th e di stincti on of being the second hi ghest point on th e immedi ate western shores of the Atl antic Ocean. Only 2,3 10-foo t Mount Corcovado, at Rio de Janeiro, Brazil , is tall er. Fo r as long as marin ers have sa il ed the Main e coast, Cadill ac's broad pro fil e has been a we lcome landm ark . Lo ng before the first li ghted aids to nav igati on, ships along the tra nsatl anti c ro ute cross in g the Gulf of Main e guided on its pro minent peak, whi ch in clear weather is vi sible 35 to 45 mil es offshore. Fo r ce nturies, co untless coasting vessels have fo und its presence helpful, if not downri ght indi spensable. Mention of Mount Desert Island (MDI ) occurs ea rl y in recorded hi story. Samuel de Champlain 's 1607 map denotes it as " I. des Mo nts deserts" (island of th e barre n mountain s). 1 Massachu setts Govern or John Winthrop's Journal of 1630 contain s the first kn own sketches of the island , made June 8 wh en he sighted its hi gher pea ks sli ghtly more th an 35 miles to th e north west, while sailing between Cape Sable, Nova Scoti a, and Salem, Massachu setts. 2 During th e mid­ eighteenth century, references to MDI began to appear in atl ases and sailing directi ons and on marine charts. The 1706 Mount editi on of The English Pilot, The Fourth Book, part of a much-u sed British sea-atl as published from 1671 to 1803, includes it, as do all succeedin g vers ions. 3 In 1765, th e Massachusetts General Co urt had th e entire Main e coast surv eyed and afterwa rd bro ught out a map depi cting an accu rate outline of MDI and th e neighborin g island s.4 In 1772, engin eer and hydrographer Samu el Holl and , offi cial British surveyor of th e U.S. coast north of th e Potomac Riv er, made a seri es of charts of th e Main e and New England coasts, in cluding ones showing MOI.s They subsequ entl y appeared in British Army engineer Joseph F. W. Des Barres' monumental Atlantic Neptune, an immense co llection of pain stakin gly detail ed nav igati onal charts

Green Mountain Railway 37 embodying much of the east coast of North America.6 Although the name "Mount Desert Island" has deep roots, th e earli est records identi fying Cadillac Mountain occur much later. In John & James Peters" Survey of the De Gregoire half of the Island, 1807, it appears as "Bauld." New York lawyer Charl es Tracy, in th e diary of hi s family's 1855 visit to MDI, call ed it "Newport" (also a fo rmer name fo r nearby Champlain Mountain). By th e 1860s, "Green" had become widely accepted, showing up on Henry Francis Walling's 1860 Topographic Map of Hancock County, as well as in two earl y, popular guidebooks: Clara Barn es Martin's Mount Desert on the Coast of Maine, ori gin all y w ritten in late l 866, and Benj amin F. DeCosta's 187 1 Rambles Jn Mount Desert. During the creati on of Lafayette (later Acadi a) Nati onal Park, of whi ch th e mountain is an integral element, "U.S. Board of Geographic Names" in 1918 decided that, in keeping w ith local hi stori cal ti es, "Cadillac" was a more appropriate designati on and so renamed it. Area residents were slow to accept the change. An earl y 193 1 readers' poll in the weekl y Bar Harbor Times revealed that 98 percent of the participants sti II preferred "Green." 7 Earliest Visitors to Cadillacs Summit Nati ve Ameri cans were arguabl y the first peopl e to visit the top of Cadillac Mountain. The earl y nati ves typi ca ll y arri ved at th e summit via the gentl y sloping no11h and south ridges, ra th er th an the steeper east and west faces. They were not interested in a challenging climb, desiring onl y to reach their destinati on w ithout damaging th e landscape, whi ch th ey revered. They likewise preferred to avoid obstacles, rather than harm them, and would go out of their way to do so. The ancient abori gin al trail along Cadillac's north ridge fo ll owed much the same route as th e subsequent, mid-nineteenth century buckboard road, which commenced at th e Eagle Lake Road, passed just west of the top of Great Pond Hill, th en sli ghtl y east of The Whitecap, the two most prominent eminences along the sprawling fl ank. Over the fi nal mile, the primitive path straddled the granite-capped ridgeline as it angles upward ro ughl y 500 feet to th e summit.

38 Green Mountain Railway The U.S. Coast Survey In 1807, President Thomas Jefferson created the Survey of the Coast, a federal agency mandated to-among other scientific responsibilities­ chart and map the country's coastline. Renamed the U.S. Coast Survey in 1836, the unit achieved its most notable accompli shments under the leadership of its second superintendent, Alexander Dallas Bache, who assumed control in 1843. Under Bache's direction the necessary field work took place that paved the way for mapping the coast of Maine. One of the preliminary steps in the Coast Survey's charting process involved selecting sites for primary triangulation stations, where accurate measurements of distance and direction could be determined. One of the requisites for each location was that it have a direct Iine-of-sight to surrounding stations. Much of the primary triangulation in Maine was carried out at the summits of mountains, which were almost ideally suited for the work and allowed observations across greater distances than were possible elsewhere along the east coasts Cadi ll ac (then Green) Mountain at Bar Harbor was among more than a half-dozen similar spots selected. During the summer of 1853, Coast Survey specialist Thomas McDonnell led a crew that carved out a primitive road to the summit of Green Mountain, up which a team of horses could haul equipment and materials. Richard Hamor of Bar Harbor was hired to build "in a sheltered place near the top .. . (a) house I 0 x 12 square, & 9 feet high of boards battened with 3 x l inch battens on the roof and sides, floored with table & 2 bunks inside, to have one window with 8 li ghts and a sliding shutter or deadlight outside to secure it." Hamor was paid $50 for his effort.9 The rude hut served to shelter Coast Survey workers and provided a place for their gear and prov1s1ons. On August 6, 1853, Charles 0. Boutelle, one of Bache's assistants, established a working signal for "station Mount Desert" (as contemporary Coast Survey documents refer to it), set atop a tal I, skeletal wooden tripod. Above the crotch of the spruce framework, reinforced by 27- and 30-foot braces, rose a 17.5 -foot pole, painted black with a four-foot white band slightly more than halfway up.

Green Mountain Railway 39 At the apex of the slender column, a rotating tin si gnal reflected sunlight and directed it toward a given distant point.10 Coast Survey personnel utilized the Green Mountain location on a seasonal basis through 1860, when its established function was no longer necessary. The site continued to be used as late as 1865 , principally for secondary triangulation purposes in connection with the creation of hydrographic charts of Frenchman Bay. Th e Mountain House In 1866, prominent Hulls Cove lumber baron and shipbuilder Daniel Webster Brewer built a small hotel atop Green Mountain, on property he had acquired from his father, Edward, in 1857. Following a portion of the 1853 government trail, Daniel constnicted a passable buckboard road to the summit, where he operated what travel writer Benjamin F. DeCosta's Rambles in Mount Desert guidebook describes as: .. . a rough-built structure, thrown together on th e umbrella principle, with all the fi'am ework showing on the inside, being braced up without by light timbers of spruce planted in the rock to enable it to withstand the heavy gales. Th e little parlor in the center is flanked by the dining- room, and a couple of dormitories, while overhead, in the loft, a double tier of berths is arranged, steamboat fashion .. u Referred to in early deeds as the "Mountain House," the simple lodging was also variously called the "Green Mountain Hotel ," the "Green Mountain House," and the "Tip Top House." D.H . Swan managed the property during the early 1870s and reported that in the summer of 1874, some 3,000 people visited the mountaintop. After Swan decided to run the Hamor House in Bar Harbor, the Mountain House continued to operate, although not always on a regular basis. In 1882, A.M. McQuinn kept the place, registering 1,900 visitors that season.1 2 The Winds of Change Over the years, Daniel Brewer's buckboard road deteriorated to the extent that, by the early 1880s, some stretches had become almost impassable. At the same time, summer visitors to Mount Desert Island were swelling the local population many times over, and the

40 Green Mountain Railway lure of Green Mountain was annuall y attractin g thousa nd s most of th em climbers. During the summer of 1882, the Mount Desert Herald, Bar Harbor's pi oneer newspaper, peri odi ca ll y menti oned Green Mountain 's popularity. On Friday, August 5, one of its local interest items pointed out that on the previous da y, more th an I 00 peo ple had enj oyed tim e at th e summit. Two weeks later, a similar account indicated th at 25 0 had done so on th e 11 th .1 3 To those with an interest in the island 's burgeoning recreati on industry, it was l becoming in creas in gly apparent that the mountain could be the island 's premier touri st attraction, if only there were an easier way to reach the top. One of these was a fa r-sighted Bangor man, whose dreams in cluded making MDI accessible to the wo rld and Green Mounta in a must-see spot once they arrived. An unknown to most island res id ents in 1882, within a year th e name Francis Clergue would not onl y be fa mili ar, but the most talked about-and co nt roversial-in th e community. Francis Hector Clergue Francis Hector Clergue was born August 28, 1856, in Brewer, Maine. Hi s fa ther, Joseph Hector Clergue, had emi grated from Lori ent, France, around 1851 and settl ed in the Bangor area, becoming a successful hairdresser and wigmaker. Hi s mother, Frances Clari ssa Lo mbard , ca me from a fa mil y with deep Maine roots; her fath er was David Sawyer Lombard , a renowned master shipbui Id er. Francis was th e eld est of eight siblings-three boys and fi ve girl s-including a sister who di ed in in fa ncy. After graduatin g from Bango r Hi gh Schoo l in 1875 , Frank (as he was typicall y ca ll ed during hi s adult yea rs) enro ll ed at Maine State Co ll ege (today's Uni versity of Maine) in Oro no, but dro pped out after a year and a half. In 1877, he wrote to Main e Senator Hannibal Hamlin, implorin g the powerful politician to give him a pos iti on as private secretary in th e latter's Wa shington offi ce. The letter went t unanswered. Undaunted, Clergue became a clerk in the law offi ce r of Frederi ck M. Laughton in Bango r, where practi ca l ex perience and se lf-educati on helped him get admitted to th e Penobscot County bar in 1878 and led to hi s becomin g a partner in Laughton's firm . In 1882, he was named Bango r's City So licitor.

Green Mountain Railway 41 Despite the early accomplishments, Frank Clergue became disenchanted with legal work, finding it interesting and challenging, but far too mundane. A resourceful person, Clergue was highly energetic; one family member described him as "a dynamo." He was also a man of great insight and vision and would eventually champion a long string of speculative ventures that were his real . . consummg passion. Clergue was able to succeed as he did because he demonstrated more than just creativity and foresightedness. He likewise possessed undeniable charisma and powers of persuasion, enabling him to repeatedly convince others less perceptive than he to invest in one grand proposal after another. Before the close of the nineteenth century, Clergue would become involved in more than a dozen spectacular schemes, albeit nearly all were financial failures. Although some might call him a romantic-and a reckless one, at that -it is apparent he was as eager to see his plans developed and put into practice as to merely visualize them. It was simply that the fiscal implications of hi s actions mattered less to him than their actual achievement. One of Frank Clergue's early fascinations was the generation and transmission of electric power, most notably with methods of harnessing it for industrial and commercial use. One application that particularly intrigued him was urban transportation - more specifically, an electric railroad. Clergue was apparently drawn to early experiments in this field by the prolific inventor Thomas A. Edison, best known for the development, in 1879, of the first commercially practical incandescent lamp. While not the electric railroad's creator, Edison made several functional refinements to the basic concept between 1880 and I 882, before stopping further work for lack of support. It would be Connecticut-born Frank J. Sprague who created the prototype that soon made the entire idea functional. Sprague, a short-term Edison employee, ultimately developed a successful system of electric traction that led to the first citywide, electric street rai I way system in the United States, at Richmond, Virginia, in the spring of 1888. Although hi s role in the project has largely been overlooked, Frank

42 Green Mounta in Railway Clergue was th e first to advocate the idea of an electric street ra il way in Bangor, as well as the need fo r a hydroelectric plant to generate suffi cient power fo r its widespread use. He was instrumental in persuading his law partner (and 1875 Bangor mayor) Frederi ck Laughton, with a ci rcle of Laughton's influential business associates, to pursue the organization, in 1885, of the Bangor Electri c Power & Li ght Company, fo ll owed, in 1890, by th e estab li shment of the Veazie Hydro Stati on, on th e Penobscot Ri ver, just above Bangor.1 4 Before the in ception of any of these pi oneering endeavors, however, Clergue had fo rmulated and laid the groundwork fo r an even more sensati onal undertaking-the creati on of an electri c ra il way on Mount Desert Island, spearh eaded by the constructi on of a cog ra il road up the ru gged granite slopes of Green Mountain . Clergue s Plan Unfolds Customaril y, entrepreneurs with bold new plans announce them with the greatest possibl e fanfare and gusto. The strategy is to draw all possibl e attention to th e venture and gain th e public 's immedi ate, ongoin g interest and approval. Such was not the case with th e beginnings of Frank Clergue's MDT rai lroad project, the un ve iling of whi ch was at least a partial-and not an especiall y welcome­ surprise fo r most area resid ents. When word did come, th e earli est parti cul ars were scanty, and additional detail s appeared onl y sporadi call y, at least un til proposals fo r actual work on the cog ra il road appeared in the local newspaper. The December 7, 1882, issue of the Mount Desert Herald carried the fo ll owing tidbit in its "News of Bar Harbor. .. " column: "It is said th at a party of capi ta li sts have taken the preliminary steps for building a ra il road from Bar Harbor to Green Mountain , and also contemplate the erecti on of a large hotel at the summit. Wonder who they are." The paper's suppositi ons were true, as more specific news a mo nth later confi rmed. In earl y January 1883, the Herald carri ed word that "two gentlemen fro m Bangor. .. are surveying Green Mountain for a projected railroad." The piece concluded wi th the editorial comment: " ... we sin cerely regret th at our own people should let chances like these slip th em and pass into the hands of outsiders." At thi s point, the Herald had not yet fully grasped most islanders '

Green Mountain Railway 43 (and non-resident property holders') real sentiments on the matter. Their chief concern was not that intrnding "outsiders" would seize the opportunity to capitali ze on such a bold undertaking; th ey were simply opposed to its very ex istence in the first place. And they would ultimately make these feelings altogether evid ent. Local reacti on aside, as additional info rmation regarding Fra nk Clergue's ra ilroad project emerged, it soon became quite obvious the pl an was well conceived, had received strong fin ancial backing, and was already we ll on th e way to becoming a reality. C lergue formed the Green Mountain Railway Company (GMR) and had it incorporated on November 23, 1882, with capital totaling $90,000. The major in vestors, mostl y Bangor busin essmen, in cluded: Payson Tucker, presid ent of th e (Eastern and) Main e Central Railroad; C.F. Bragg; F. W. Goodwin; Stunner Laughton; Charl es Y. Lord, president of the Veazie Nati onal Bank; and Gen. Mumfo rd , of New York. William B. Hayford of Bangor was named company president, with Frank Clergue appointed secretary, treasurer, and superintendent. The board of directors, all from Bangor, were: Charl es Lord ; Frederi ck Laughton, later to become president of th e Bangor Electri c Li ght & Power Company and th e Bangor Street Rail way; Frank W. Cram, superintendent of th e European and North Ameri can Rail way; and Thomas N. Egery, co-owner of the Hinckl ey & Egery Iron Works.i s A New Hampshire In spiration To some, th e concept of a mountain-climbing locomoti ve mi ght have seemed preposterous, except fo r th e fact th at th e mechani cs of it were already a reali ty and bein g successfull y employed in New Hampshire, th anks to Granite State nati ve and entrepreneur Sy lvester Marsh. One of eleven children growin g up in Campton, in th e central porti on of th e state, Marsh left home at th e age of ] 9 and walked to Boston, where he work ed at vari ous jobs in th e packaging trades. Going on to Chicago in 1833, he amassed a fottune in th e meat-packing busin ess and gained further acclaim after di scovering a way to keep grain-parti cul arl y com-from spoiling whil e in long-term storage. Detennined to slow the hecti c pace of hi s busy life and enj oy more

44 Green Moun tain Railway time with his wife and fo ur children, Marsh reti red to New England in 1855 and settl ed in Massachusetts. In August 1857, he spent time hiking with a fri end in New Hampshire's White Mountain s. On the upper slopes of Mount Washington, th e pair encountered a sudden, savage stonn th at almost cost th em th eir li ves. Freezin g ra in, hurri ca ne-fo rce winds, and ea rl y darkn ess nea rl y kept the two climbers fro m reaching the we lco me shelter of th e summit's 1853 Tip Top House. Badl y shaken by th e ex perience, Marsh resolved to find "some easier and safer meth od of ascension" to th e pinnac le of New England 's mi ghti est mountain . Hi s soluti on would be revoluti onary-a moun ta in -climbing locomotive! Sy lvester Marsh kn ew th at smooth , ro und locomoti ve wheels could not grip conve nti onal ra il s we ll enough to dri ve an engin e up anything more th an a sli ght grade. Adapting a co ncept ori ginall y developed in 1812 by Engli shm an John Bl enkinso p, Marsh received, in 186 1, a patent fo r a locomoti ve fitted with a centra l cogwheel th at turned in a toothed, centra l ra il. A ratchet attached to th e cog kept it fro m rotating bac kwa rd during the locomoti ve 's ascent, while a gripper beneath th e central ra il prevented th e cog fro m di se ngagin g. Three years later, he obtained an additional patent fo r an air brake, necessary to slow the tra in du rin g its descent. Fo ll ow in g furth er refinements to the cog ra il and repeated tests with a wo rking model, Marsh fe lt ready to put hi s remarkabl e in ve nti on into prac ti ca l use. Beginning in April 1866, Sy lvester Marsh supervised crews in co nstructing a 2.8-mile ra il line up Mount Was hington' s western slopes. Consisting of a wooden trestle supporting th e centra l and outer ra il s, the ra il way averaged a 25 percent grade whil e climbing the 3,625 verti ca l fee t fro m the Marshfi eld base station to the 6,288-foot summit. The fi rst tra in to reach th e top arri ved Jul y 3, 1869, and th e pi o neerin g Mount Was hington Cog Rail way (MWR) was born. 16 Determining th e Railroad 's Route Awa re of MWR's immedi ate popular appea l, Fra nk Clergue was determined to establi sh a simil ar venture at Bar Harbor and make it -with Green Mounta in-the area's premi er touri st attracti on. He was

Green Mountain Railway 45 full y aware of Bar Harbor's recent meteo ri c ri se as a trave l destination, as we ll as th e fact that during th e prev ious fi ve years, several thousand people had annuall y trekked to Green Mo untain 's summit. He reasoned the numbers wo uld in crease dramati ca ll y once hi s railroad was in bu siness. On January 22, 1883, Clergue negoti ated a 20-year lease with Dani el Brewer, Perry Brewer, and Orient W. Carpenter for 200 acres atop Green Mountain, plu s a perpetu al ri ght-of- way fo r a 96-foo t­ wid e strip, from th e base to the top, at a locati on of hi s choos in g. As part of the dea l, Clergue also acquired: ( I) a 40-foot- wid e ri ght­ of- way fo r horses, carriages, foo t passengers, and rail way - from th e Eagle Lake Road to the base of th e rail road (a long the east shore of Eag le La ke); (2) th e unrestricted use (for a steamboat landing) of any wharves or pi ers bui It on th e shores of Eagle Lake; and (3) th e ri ght to constru ct and use a wharf not over 50 feet wid e on the shore side of the ri ght-of-way. In return, Clergue agreed to pay th e tri o $ I 00 one year from th at date, th en on every Janu ary 22 th ereafte r, fi ve cents fo r each person visiting th e summ it during th e prev ious twelv e month s. The full pa11iculars are spell ed out in a lease recorded June 6, 1883, at the Hancock County Registry of Deeds. One of Clergue's first tas ks was to determine th e exact path the pro posed rail road would fo ll ow. In December 1882, he hired two Bango r men, Alden F. Hilton and F. W. Goodwin , to ex pl ore Green Mountain 's granite-ribbed slopes and se lect th e most adv antageous co urse for lay in g th e track. In 1871 , Hilton had engin eered co nstructi on of th e broad-gauge Euro pean & North Ameri ca n Rail way, which ran between Bangor and St. John , New Brunswick. Goodwin was one of GM R's stockh old ers. Clergue also tapped Hilton to oversee th e job of building th e Green Mountain Railway, and Hilton did draw up a general pl an. But before any mea ningful wo rk on it could begin, Hilton withdrew to manage a large r project - constructi on of th e Meganti c Rail way, co nn ectin g Montreal and Portland . Clergue then placed Frank W. Cram in charge of the overall constructi on. He al so named Orrington's Warren Nickerson th e chi ef engineer and George Jones, superintend ent of lay in g the track.17

46 Green Mountain Railway During December 1882 and earl y January 1883, H ilton and Goodwin explored the ice-and snow-covered sides of Green Moun tain, enduring several days of sub-zero conditions in the process. The pair ul timately chose a route beginning at the east shore of Eagle Lake and stretchi ng 6,300 feet ( 1. 2 miles) up the mountain's heavil y wooded west slope. The course was nearl y straight, in corporating just two minor, right-hand curves, each about th ree degrees. Because th e surface of Eagle Lake is 274 feet above sea level and Green Mountain 's summit elevation is 1,532 feet, the total vertical ascent amounted to I ,258 feet. The average rise of th e railbed woul d be one foot for every 4.5 feet traveled (roughl y 22 degrees), whil e the steepest grade would gain nearly one foo t in three (about 30 degrees). Getting State Approval Before Frank Clergue could formall y establish the Green Mounta in Ra il way, he needed official approval. ln January 1883, he asked the Main e legislature fo r a charter "to build a rail road from the vill age of Bar Harbor to some poin t on Eagle Lake." Interestingly, however, no hard evidence exists th at lawmakers in Augusta approved the request-i.e., Main e publi c laws do not include any such statute. Noneth eless, GMR did fu ll y comply w ith the requirements set fo rth in th e state's 1876 act authorizin g the fo rmati on of railroad corporati ons: raisin g suffic ient capital stock; naming appropriate company di rectors; creatin g valid, subscribed arti cles of associati on, etc. T he notari zed document detailing the articles of associati on was signed by GMR officials on November 9, 1882, approved six days later by the Maine Board of Rail road Commissioners, and recorded in the Secretary of State's office on November 23 _1s Clergue also sought-and received-legislati ve approval to change the ra il road's gauge (the di stance between the two ra il s), so it would match the sli ghtl y narrower tracks on Moun t Washington. The latter measured fo ur feet, seven and one-half inches, one in ch less th an th e standard mandated by Congress in 1873. On February 3, 1883, lawmakers passed a public and special law authorizing th e Green Mountain Rail way to adopt any gauge " not less th an two feet nor

Green Mountain Railway 47 more than six fee t. " The ruling wo uld allow Clergue to have a locomotive built utili zing the same specifications as recent ones at Mount Washington- and save time and money in the process. One account even claims th e locomoti ve Clergue purchased th at spring was originally intended to run on th e MWR lin e.1 9 Am ong other co nditions, Maine's 1876 ra il road law required Clergue to present "a petition fo r approva l of locati on" at a public hea ring before the state's Board of Rail road Commissioners and publish advance noti ce of the meeting. The announ cement appeared in the Mount Desert Herald on Ja nuary 11 , 1883, and the hearing took place February 3 in Bango r. The board 's three commi ss ioners approved the petition as presented and later in the month accompani ed Clergue and GMR's directors to Bar Harbor fo r a first-hand inspecti on of th e proposed ro ute.20 With the go-ahead fro m the commi ss ioners in hand, Clergue was free to make hi s ra il road a rea lity. He wasted no tim e. Initi al work commenced Mond ay, Febru ary 19, 1883. Railway Construction B egins Confident hi s pl an wo uld get the necessary approva l, Fra nk Clergue pl aced the fo ll owin g noti ce in th e Mount Desert Herald's "Wa nted" secti on fo r January 18, 1883: GREEN MOUNTA IN RAILWAY. Proposals solicited. For the whole or any part of the following: Construction of circular stone wall of a house on the summit of Green Mountain, Mount Desert Island, containing about 8000 f eet of masonry; carpenter s and painters work on same. 80 cubic yards of culvert masonry, 6000 cub ic yards of earth excavation; 1275 cubic yards of ledge excavation; 700 cubic yards loose rock; drilling of 2000 holes, 6 inches deep. I I1 2 inches in diamete1'. I 00, 000 spruce timber and plank; 2800 railroad ties; clearing and grubbing 6000 f eet of track; 6000 f eet (superficial) 3-inch plank walk; construction of a whmf on Eagle Lake, about I 000 f eet, superficial area. For transportation ofpass engers and freight between Bar Harbor and Eagle Lake, in connection with Railway; f or transportation of I 00 tons railroad material from Bar Harbor to head of Eagle lake. For lease of hotel on summit of Green

48 Green M o 1.111Lai11 Railway Mountain, at terminus of Railway. Right of rejection reserved. The call for men, materials, and related services was clear and detailed, and several area businesspeople responded . Richard Hamor & Sons, proprietors of Bar Harbor's Grand Central House, ga ined the bid to clear the proposed route-removing obstructing rocks, roots, and stumps, and smoothing the terrain where practical. The Hamors also supervi sed transpo11ation of the building materi als and the rolling stock from Bar Harbor to the mountain. Off-island crews also participated in the overall work. Carpenters and masons from Bangor e rected a spacious stone-and-wood hotel on the hi ghest crest of the mountain . Railroad contractor David D. Smith and c iv il engineer Fred H. Coombs, both from Bangor, furnished the wood­ work fo r the road. Once activity commenced, th e eng ineers and the contractors made their headquarters at the St Sauveur Hotel in Bar Harbor. Th e Railbed By mid-February, enough snow had melted from the mountain side to permit the work of c learing and grubbing to comme nce. On Monday, February 19, crews began hackin g out a nearly I 00-foot­ wide strip through the fo rest and the dense undergrowth. They worked 12-hour shifts and received $ 1.50 per day, living in a tempora ry boarding house operated by Samuel E. Head at th e foot of the railway. During mid-Apri I, 15 laborers struck for hi gher wages, demanding $ 1.75 a day. Frank C lergue di smissed the request, and the work continued w ithout further in c ident. The chosen route mostly panned stretches where either the ground could be cleared to the underly in g rock, or granite ledge was already exposed. Along the way, the surface contour was uni fo rm enough that very little blasting was necessary. This eliminated the need to construct trestl ework to ensure a relati vely steady grade. In a few spots, granite crib work carri ed the track over sli ght depressions or shallow ravines. ln fact, the well-preserved, but overgrown remains ofone such stone support are sti II visible less th an halfway up the mountain . Due to lingering snow and ice, the task of preparing the roadbed did not begin in earnest until well into April. Where necessary, workers

Green Mountain Railway 49 smooth ed th e bare granite's uneven face to produce a more consistent incline. While th e rock cutting progressed, as many as 15 yoke of oxen began hauling fresh-cut lumber from th e fo rest near the summit, to use as the foundation for th e track. As soon as the ledge was ready, stone workers drilled laterally parall el rows of holes six in ches into th e granite and inse1ied a one-inch iron bolt into each, leaving the exposed ends protruding eight to J2 in ches. In seri es of three, th e projecting rods fo rmed permanent supports for the foundation logs snugged against them at ri ght angles to th e road. Across th e logs, crews positioned stringers, para ll el with the track, and solidly fastened th em to both the underl yin g timbers and the ledge. Next came six-inch-square cross ti es, each secured by two bo lts, seven-eighths of an inch in diameter, as well as four spikes and two lagscrews. At sections where a taller foundation was necessary to retain the required grade, crews placed additional altern ating ti ers of cross-timbers and stringers before anchoring th e crossties. A Portl and newspaper reporter who visited the railway in June remarked that "the entire structure is as solid as if it were a pa1i of th e ledge."21 The track itself consisted of two conventional T-rails and a central cog rail. On April 2, 90 tons of T-ra il s, ord ered from New York in earl y February, reached Bar Harbor aboard the 99-foot coasting schooner Watchman. 22 The cog rails were assembled at th e Atlantic Works in East Boston, where those for th e Mount Washington road had been manufactured more than J5 years before. Rail laying began th e first of May and progressed up the mountain as quickly as the fo undation structure was in pl ace. During the ensuing seven weeks, workers eventuall y numbering 140 to 175 pushed the work rapidly. A locomoti ve and two work cars facilitated movin g the heavy ra il s and other cumbersome construction materi als uphill to th e current work site. A.S. Randall , who had been an engineer on the Mount Washington Railway th e previous 11 years, was hired to run the locomoti ve and teach others to operate it in time for GMR's in augural run. By May I 0, crews had laid 1,200 feet of track. Three weeks later, work had progressed halfway up the mountain , prompting

50 Green Mountain Railway superviso rs to predi ct they wo uld have a tra in at the to p by June 23 , the day GMR offi cials had envisioned as th e most sui ta bl e for a grand opening. The predi ction proved accurate; co nstructi on reached th e one-mil e mark by mid-month, and on June 22, wo rkers hammered the fi nal ra il into pl ace .2J The Rolling Stock As wo rk up Green Mounta inOs western slope progressed, Fra nk Clergue simultaneo usly moved the multi-faceted ra il road project ahead on several other fro nts. He purchased a 10-ton locomoti ve fro m th e Manchester (N H) Locomoti ve Works, the same firm that had turned out earli er ones fo r the Mount Washington Rail way. He also ord ered a passenger car and two wo rk cars fro m the Hinckl ey & Egery Iro n Works in Bango r. Getting the locomoti ve fro m Manchester to Eagle Lake proved a rea l chall enge. On April 12, it arriv ed in Portl and and was offl oaded fo r transfer to the Main e Centra l Rail road steamship City of Richmond. But the burl y engin e was too large fo r R ic h mo nd~· ga ngway, so the schooner Stella Lee was hired to carry it, reaching Hamor's Wharf in Bar Harbor on Wedn esday, April 18. At the dock, a mov in g crew hi tched a tea m of 14 horses to th e we ighty cargo and skidded it up West Street, th en so uth along Bar (now Bridge) Street. Before turning onto Cottage Street, the movers dec id ed to substitute whee ls fo r runn ers, to redu ce res istance, and add ed two yo ke of oxen fo r greater pulling·power. Averag in g sli ghtly less than one mil e a day, th e industri ous gang of men and animals ca refull y maneuvered th e we ighty locomoti ve to th e north shore of Eagle La ke, arrivin g on Saturd ay, April 2 1. The 2.5-mile journ ey in vo lved cresting a nea rl y 350-foot ri se in elevation, thro ugh the ga p between Great Pond Hill , the northernmost extent of Green Mountain , and the so uth side of Great Hill. A large scow purchased by Hamor & Sons made the trip, as we ll , to carry wo rkers' too ls and eq uipment and fe rry other freight and building materi als to the foo t of th e ra ilway. The fin al leg of the trip, fro m the north end of Eag le Lake to th e ra il way terminal at the base of th e mountain , had to be delayed until enough lake ice co uld be cut and removed to permit th e barge and

Green Mountain Railway 51 Vl N

0 r,; ~ f ~ :::: ::;;, ~ ~ ·~

Green Mountain Railway locomotive No. /.also called Mount Desert made th e 1.2 mile journey betvveen Eagle Lake and Green Mountains s central summit in slightly less than 30 minutes - an average speed of betil'een h·vo and three miles per hour. enough lake ice could be cut and removed to pe1111it the barge and its unusual cargo to navigate unhindered. On May 3, the Mount Desert Herald reported that both the locomoti ve and a construction car had been landed at the base station, pl aced on temporary rails, and rolled a few hundred fee t to a spot opposite the new depot, where workers were putting them in running order. By May 7, both units had been placed on the first section of cog rail. Like its earl y Mount Was hin gto n counterparts, th e Green Mountain locomotive, dubbed Mount Desert, burned wood and could generate approximately 150 pounds (per square in ch) of stea m. From its horizo ntal boil er, th e press uri zed vapor was channeled into fo ur independ ent, doub le stea m cylinders, each pair co nn ected to a separate drive ax le. Here th e process of converting stea m into mec hanical energy (a nd linea r moti on into rotary motion) occun-ed, causing the drive ax les to turn. As they did , th ey set in motion a pinion gear and an interlockin g ax le shaft with its associated spur, ratchet, and cog gea rs. One tooth after another, th e slowly revolving cog gea r meshed with the rack, set equidi stant betwee n th e underlying T-rai ls, and moved the locomotive forward . (The locomotive's traditional wheels simpl y turned on th eir ax les, in stead of bein g driven.) During th e ascent, a hin ged, pivoting device known as a "paw l" dropped into each successiv e notch of th e revolving ratchet, preventing any bac kward motion.2.i The idea of eq uipping Mount Desert with two separate cog wheels was a safety precaution . Should a ma lfunction occur in any part of th e mechanics of one, th e li kelihood of a di saster would be averted by hav in g th e second system continue to operate independently. Hinckl ey & Ege ry workers constru cted th e passenge r car and two work cars in section s, and these were assembled in a workshop within th e depot at th e foot of the mountain. Un lik e th e closed coaches at Mount Was hin gton, th e Green Mountain passenger car had open sid es, providing rid ers easier access and greater vi sibility. It held eight wooden benches, each spanning th e width of the carriage. One bench co uld accomm odate six people, giving the car a total carrying capacity of 48. The seats, with slatted backs, were positioned at an angle simil ar to th e average grade of the track, so

Green Mountain Railway 53 -

downhill , affording riders broadl y sweeping views of th e surro unding landscape. Roll-up canvas curtain s along the sides and end s of the coach could be dropped to shi eld trave lers from unexpected ra in, co ld , or stro ng winds. The passenger car was fitted wi th brakes independent of the locomoti ve. During th e ascent and descent, it remain ed on the uphill side of the engine and was not coupled to it. If anything un fo reseen should happen to th e locomotiv e, th e car's brake could quickl y be screwed down to safely stop and hold the carri age at any point along th e ro ute. The 1.2 miles over which th e little train wo uld operate was just short enough th at the locomoti ve co uld run the entire di stance without stopping for water, which was not the case at Mount Washington. There, a holding tank stood alongside the track, sli ghtl y more th an a mile from th e base stati on, and pass in g locomoti ves routinely stopped to refill their boil ers.2 s WAUWIN ET Because Bar Harbor is situated beneath th e northeast face of Green Mountain , prov idin g railroad patrons a way to co nn ect with a train running up th e remote west sid e req uired a bit of creati vity-a trait Frank Clergue possessed in abundance. In fac t, he had already dec id ed how thi s wo uld happen. Passengers wo uld take a 20-minute (2 .5-mile) carri age rid e from Bar Harbor village to the north end of Eag le Lake, then a 20-minute ( 1. 5-mile) boat crui se down the lake, to a landing near th e train depot. The stage and boat schedules wo uld be coordinated to permit riders convenient access to any of fo ur daily rail departures to the summit. fo earl y April , Clergue purchased th e excursion steamer Wauwinet, then docked at Newburyport, Massachu setts. Meanwhil e, at th e base of th e rai !way, workers had begun clearing an area I 00 by 300 feet adj oining th e lakefront, where they wo uld co nstruct a passenge r depot, ca r and engin e houses, and a smal I shed for storin g ice. At th e shore, oth ers had begun erecting a long wharf where Wauwinet wo uld tie up . Pri or to its arrival in Bar Harbor, Wauwinet serv ed in va ri ous capaciti es in Massachusetts, including as a tug in Boston Harbor. Built c.1876 in New Bedfo rd , the vessel was taken to Newburyport in 1880, where it underwe nt a thorough rebuilding, in cluding the

54 Green Mountain Railway installation of a new engi ne and boiler. ln July 1881 , the fl at-bottomed stern-whee ler was so ld to the local Pentu cket Navigation Company. During 1882, Wauw inet made dail y trips al ong the Merrimac Ri ver, from Lawrence to Haverhill , Newburyport, and the ocean .26 Wau winet steamed up to Hamor's Wharf the aftern oon of April 17, 1883, one day before th e GMR locomotive arrived. It lay th ere until early May, when Elihu Hamor tackled the task of moving the 11.5-ton vessel over the sa me fo rested route he had cajoled th e hefty, iro n­ and-stee l locomotive. As it turned out , Wauwinet s journey wo uld be even more labori ous. The start of the trip, over relati ve ly fl at ground, went reasonabl y we ll. By May 9, Hamor's tea m had haul ed the steamer a mile from th e sta11ing point, and th e Mount Desert Herald declared "th e movers are makin g good prog ress." But th e headway slowed as the vessel reached th e di ffi cult uphill porti on. During the next week, fo rwa rd movement averaged onl y a few hundred feet a day. On May 24, Wauw inet, a bit wo rse for the wear, arrived at th e north shore of Eagle Lake. Work ers gav e the craft a thorough overh aul before laun chin g it into the chilly lake waters. During the next few weeks, th e vessel made num erous trips carryin g supplies to the base of the rail way.27 In Jun e, John D. Hopkins, Co ll ector of Customs fo r th e Frenchm an Bay Di strict, co ntacted th e U.S. Treasury Departm ent in Was hin gton, in fo rming th e agency th at Frank Clergue had bro ught Wauw inet to Eagle Lake. Noting th at th e lake was "entirely di sconnected with th e ocea n or any nav iga ble waters tributary to the ocea n," Hopkins wondered wheth er the steamer should be "registered, enroll ed, or li censed. " Federal offici als replied that sin ce Wauw inet was not empl oyed on what were co nsidered "navi ga bl e waters of th e United States," it would not need to be provided with marine doc um ents. Hopkins was furth er informed that as long as the vesse l remain ed undocum ented, it legall y had no home port, although if it should "get its papers," th e home port would be th e one nearest the co mpanyOs establi shed place of bu sin ess (Bar Harbor), or where th e stea mer's agent had hi s business resid ence (Bangor). Wa uwinet remain ed und ocumented.28

Green Mountain Railway 55 The Green Mountain House Atop Green Mountain, Frank Clergue planned to erect a substantial hotel and dining room for th e enjoyment of hi s customers, anticipating that many wou ld choose to eat and remain overnight, whi le savoring the breathtaking views and awe-inspiring sunrises and sunsets during their stays. On March 1, 18 83 , GMR directors voted to have work commence at once on the new summit inn , to be called th e Green Mountain House. Dwmg the month, tea ms of horses haul ed building material s -lumber, lime, cement, sa nd , brick, nail s, etc.-up the mountain via the old north ridge carriage road. The first construction began March 29. Workers under the supervi sion of N.J. Bunker of Brewer stayed at th e top, boarding in Daniel Brewer's 1866 Mountain House . The simple lodgin g stood less than 50 feet from the building site and had been renovated to accommodate th em. Progress was rapid, and by th e middle of May th e fashionable wood-frame structure wa complete, except for interior finish work . By then, Frank Clergue had announced that Horace W. Chase, who ran th e American House in Bangor, had leased the Green Mountain property and would supervi se its operation. The new hotel stood near th e apex of Green Mountain's central summi.t, the highest of three broad peaks rough ly 1,000 fee t apart. From this spot th e surrounding view is the most extensive and takes in th e southerly reaches of Mount Desert Island , the Cranb erry Isles, Mount Desert Rock , East Penobscot Bay, and a vast sweep of open ocean. The main house was ymmetrical, situated on an east-west axis. Three stories hi gh, it rested on a 41 by 50-foot granite block foundation. The east end of the first floor contained two large parlors-one for men; th e other for women. A spacious dining room, 30 by 41 feet and abl e to seat 125, fi ll ed th e west end . An eight-foot veranda, furni shed with chairs and settees, surrounded th e hip-roofed structure. Four entrances, two on the north side and two on th e south , afforded guest direct, convenient access to the dining room and both parlors. A 26 by 30-foot ell , two and one-half stories high , projec ted from the west end of the main building. The lower level contained a kitchen, serving room , and pantry.

56 Green Mou/l/ain Railway The hotel 's principal staircase led upward fro m the dining area to the second story, des igned with 16 sleeping rooms--10 in the main house and six in th e ell. The third story contained 10 more. A separate stairway fro m the third floor continued up to a sliding scuttle, opening onto a truncated roof and a rai sed, railed pl atfo rm . In th e center of th e pl atfo rm stood a glass-sided observatory, 10 feet square, topped by a pyramidal spire, 22 feet hi gh at th e tip. From it, a fl agstaff extend ed the hotel's overall height to 70 feet above th e mountaintop. The ori ginal des ign pl ans ca ll ed fo r additional observati on pav ili ons to be erected on th e neighboring eastern and western summits and co nn ected to the hotel by tramways, but with the excepti on of an observatory built on the eastern peak th e fo ll owing summer, the pro posed additi onal features were never constructed. Open For Business By mid-June, Frank Clergue had definitely dec id ed to celebrate the Green Mountain Railway 's grand opening on Saturday, June 23 , and had invited several di stin gui shed guests to pa11ake in the first offi cial trip to the summit. Pl aces aboa rd th e fres hly painted passenger ca r were reserved fo r the three Maine ra ilroad co mmi ss ioners, who wo uld make a fin al inspecti on of the entire road; GMR offic ers and directors; Bangor area di gnitari es, including fo rm er Vi ce Pres id ent Hannibal Hamlin, th en li ving in Hampden; plus a broad contingent of journali sts-editors and reporters from major newspapers across New England and beyond . On Saturd ay morning, a convoy of buckboard s transported the enthusias ti c party fro m Bar Harbor to Eagle Lake, where th e steamer Wauwinet was waiting to carry th em to th e base stati on. Shortly after nine a. m. , 55 in vited guests and ra il way personnel crowded onto the tiny train fo r the anticipated ascent. Eastern Argus city editor E.S. Osgood described th e trip to the top as one made " in perfect smoothness" and "a ride greatly enj oyed by all. "29 Regul ar passage on th e Green Mountain Railway began the fo ll owing Saturday, June 30. Patrons had th eir choice of fo ur trips a day, with stages leav ing Bar Harbor at 8:00 & I 0:00 a.m . and 2:00 & 4:30 p.m. One-way passage betwee n Bar Harbor and th e summit

Green Mo11111ai11 Railway 57 \J) 00

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Th e Green Mountain Railway track began at th e east shore of Eagle Lake and stretched 6,300 f eet up Green Mountain s west slope. Th e course was nearly straight and gained l,258feet in elevation beti"leen th e lakeshore and th e summit.

' cost $1.75; ro und trips were $2.50. Intermediate fa res were also ava il able for those wanting to experience onl y certain parts of the ro ute. In July, GMR placed three, 16-passenge r "barges" (large, open carri ages fitted with lateral seatin g on both sides) on the Bar Harbor-Eagle Lake run and hired Abner Getchell of Linneus to man­ age the line. Before leavi ng town, the spacious rigs , custom manu­ factured in Cambridge, Massachusetts, made th e rounds of the local hotels, pi ckin g up passengers at the West End , Rockaway, Newpo1i, Marlborough, Rodick, Gra nd Central, St. Sauveur, Lynam 's, and Belmont. The excursion timetable was carefu lly coordinated to provide unhurried, yet efficient tra nsport of passengers. Wauwin et s departures from the head of Eagle Lake occurred 45 minutes after barges left Bar Harbor, with trains ascending the mountain 20 minutes fo llow ing the steamer's sailin g. The locomoti ve required sli ghtly less th an 30 minutes to reach the top, which meant th ose mak in g th e "trip from downtown Bar Harbor arrived at th e summit in about 90 minutes .Jo GMR business the first season was steady and especiall y busy on Sundays, when a healthy mi x of curious Mainers join ed th e fa ithful parade of ummer visitors. Many who rode th e trains stayed overni ght at the top. A published list in the August 9, 1883 , editi on of th e Mount Desert Herald discloses th e names of 177 individuals who had spent at least one ni ght at th e summit th e previous week. It includes parti es from 15 states and one Canad ian province. Fin al figures fo r 1883 show th at GMR trains carried 2,697 passengers - a respectable figure, although not necessaril y one th at met th e full ex pectations of company management and the financial backers. Ji Nevertheless, fo ll owin g a GMR direc tors' meetin g in late October, Frank Clergue painted a bright picture of the co rporati on's state of affa irs, declaring a six percent dividend on the tock of record as of November I . He also di sc losed that th e firm had shown a net in co me of $3 , 135.25 and ann oun ced he wo uld add a second train to the line at the start of the 1884 season. More than th at, Clergue was ready to reveal hi s nex t ambiti ous und ertakin g, one closely associated with th e Green Mountain Railway.

Green Mountain Railway 59 The Mount Desert Railway At th e same time Frank Clergue released news of the Green Mountain Rail way 's profitable first season, he di vul ged th e essence of another pl an-to build a narrow-gauge ra ilroad from the GMR terminal at the foo t of Green Mountain to Bar Harbor vill age. The new enterpri se wo uld be ca ll ed the Mount Desert Rail way (MOR) and do bu siness under basica lly the sa me ownership and management as the Green Mountain Rail way. In fac t, by th e tim e wo rd of th e scheme appeared in th e Bangor and Bar Harbor papers (October 3 1 and November I, respectively), Clergue had already di spatched Bango r engineer Fred Danforth to survey the pro posed ro ute. He had also arranged fo r a preliminary hearing before the Board of Rail road Commi ss ioners. It would ta ke pl ace Frid ay evenin g, November 2, 1883 , at th e Penobscot Exc hange Hotel in Bangor. Although th e eleventh-hour public noti ce gave the ra il road's adversari es extremely short noti ce, they worked sw ift ly to orga ni ze their oppos ition and hired Ell sworth atto rn eys Andrew Peters Wi swe ll and Hannibal E. Hamlin-the latter, the son of th e fo rm er Vi ce President-to represent th em. The day before th e hearin g, the Mount Desert Herald prov ided a meas ure of editoria l support, ca l Iin g th e pl an "a project whi ch needs very careful co nsid eration. "32 At th e preliminary hearin g, Frank Clergue presented hi s petition, whereupon Wi swell and Hamlin proceeded to make a vigorous case aga in st it. During th e latter's remark s, th e ra il road co mmi ss ioners reminded the two co un se lors thi s was onl y an in trodu ctory fo rum , and whil e th ey co uld ve rball y state their obj ecti ons, it was neither th e tim e nor the pl ace to present th e lengthy, wri tten remonstrance they we re prepared to introduce. They wo uld have that chance at a fo rm al hearin g, slated fo r Bar Harbor on November 30. On the eve of the Bar Harbor gath erin g, th e Herald too k a stro ng editori al stand aga inst what it ca ll ed "That Pro posed Rail roa d," in sisting th at th e island 's res id ent and non-resid ent pro perty holders -and the summer visitors, as well- were a ll un anim ously opposin g it. The paper co ncluded its remarks by stro ngly urging th e co mmi ss ioners to reject th e pl an. The fo rm al hearin g was held in Bar Harbor village 's di stri ct

60 Green Mountain Rail way schoo lhouse , where Frank Clergue addressed an overflow crowd almost uni versa ll y against th e pro posed Mount Desert Rail way. In hi s extended remarks, Cl ergue indicated that hi s comp any had ori gin all y intended to run a track from Eagle Lake to th e steamboat wharf, al ong a ro ute paralleling a length y stretch of intown Bar Harbor shorefront. But he had since learn ed of the strong objections to that idea and had consequentl y amend ed th e fo rm al petition to have it end the line at "some spot on Eden Street, near James Eddy's store." Thi s would have pl aced th e terminus near today's junction of West and Eden streets. Although the audi ence li stened in polite sil ence, Clergue's remarks did nothing to change their di ssati sfaction with th e scheme and , if anything, so lidified th eir reso lve to kill its pros pects as qui ckl y and as fo rcefull y as possible. As soon as Clergue had fini shed speakin g, he left the meetin g, and a tri o of area res id ents ro se in turn to express contrary points of view. Fo untain Rodick, one of th e fa mil y operating the ca vern ous, six­ story Rodi ck· House on Main Street, was the first to speak. He began by say ing that the Green Mountain Railway had been "fo rced upon the peo ple of th e island" before th ey had th e chance to voice th eir opini ons of it and cauti oned th at th e Mount Dese rt Rail way would have appeared in th e same fas hi on if it weren't fo r th e fact that a fe w ale1i individuals had seen the public noti ce shortl y before the initial hea ring. He went on to remind everyo ne th at Clergue's MDR petiti on also in cluded oth er prov isions, in cluding th e ri ght to operate steamships on th e nav igabl e waters of th e State of Main e and erect hotels and restaurants in co nn ecti on with th em. He maintained that approva l of the proposed proj ect would open th e door to creatin g a monopoly of th e area's pl aces of interest fo r the benefit of single individuals or corporati ons. Rodi ck concluded by say ing that visitors came to th e island "fo r reli ef from the hurry and bustl e of th e busy world," and th e bu ckboard and carri age were sw ift enough modes of transportati on fo r th em. After th e di scuss ion concluded, th e ra il road commissioners schedul ed a fo ll ow-up meetin g fo r Wednesday, January 16, 1884, when th ey intended to dec ide th e ra il road's fate. During th e interv ening wee ks, the Herald continued to publish opinions and vi ewpoints aga in st the ve nture. A few appeared as editori als, but most were expressed in

Green Mountain Rail way 61 letters from unnamed readers id entifi ed onl y as: "A Summ er Res ident of Bar Harbor," "A Pro perty Owner and Summ er Res id ent of Mount Desert," "Resident,'' and similar pse ud onyms. Among the remarks, the anonymous writers ca ll ed th e pl an "obj ecti onab le," an "outrage," and "a se ri ous drawbac k" to th e islanders' co mfo rt and th e value of their pro perty. One wa rn ed that "a screamin g, smokin g locomotive, crossin g the streets and neighborhood drives, frightening horses with th eir whistles and burning up th e wood-one of th e great charms of Mount Dese1t-from th eir sparks" would be a se ri ous i1~u sti ce "to th e great maj ority of th e perso ns who seek th eir summ er rest and recrea ti on" on th e island . Railroad co mmi ss ioners D.N. Mortland (c hairman), Jo hn F. Anderson, and A. W. Wildes co nve ned th e emoti on-charged January gath erin g shortl y before five p.m . in th e music roo m at th e St. Sa uveur Hotel. Frank Clergue too k th e fi oor first, th en yield ed to MOR superintend ent Fred Danfo rth and co mpany director Fra nk W. Cram. Attorneys Hamlin and Wi swe ll led th e charge fo r th e remonstrants, cross-examining each of th e petiti oners before ca lling on Fountain Rodi ck to aga in speak fo r the townspeople and th e summer visitors. At 11 :00 p.m., th e spirited session was stil l in progress, pro mpting th e co mmi ss ioners to adj ourn fo r th e ni ght and re um e th e fo ll ow in g morning, when each sid e wo uld be give n one hour fo r clos in g argum ents. Shortl y before noo ntime on th e 17th , Chainnan Mortl and ann oun ced that th e matter req uired ad diti onal consideration and the commi ss ion would not rend er a dec ision th at day. In fac t, more th an two weeks passed befo re th e offi cial wo rd was hand ed down. The railroad commi ss ioners' ruling proved a bittersweet victory fo r both sid es. Frank Clergue wou ld be all owed to build hi s railroad, but onl y between th e base of Green Mountain and the outskirts of Bar Harbor. Those in Bar Harbor vill age wo uld not have to put up with th e noise or di strac ti on of a shorefront ra il road, but neither th ey nor th e oth er obj ectors co uld prevent Clergue and hi s assoc iates from go in g ahead with th e new line.33 As it turned out, it wou ld be th e anti-railroad coaliti on wh ich

62 Green Mountain Railway ultimately won the day. Rea lizi ng he wo uld be chal lenged every step of th e way and suffe r additiona l ill will in th e process, Frank Clergue postponed building the Mount Desert Railway that year. And although he kept th e proj ect lega ll y alive until 1892, it never materialized. 1884: Improvements and Setbacks Preparations for the Green Mountai n Rai lway 's 1884 season go t underway we ll before reg ul ar summer service was scheduled to begin. Frank Clergue arri ved in Bar Harbor in ea rl y May, to ensure th at last-minute detail s would be dea lt with in plenty of time. The previ ous winter he had pursued the matter of adding a second tra in to the line and purchased (from the firms which bui lt the prev ious ones) anoth er locomotive and an add iti onal passenge r car-both identi ca l to th eir predecessors. Clergue also auth ori zed and initiated improvements and enh ancements to existin g facilities. At Eagle Lake, workers enl arged the steamboat wharf, whil e others repainted and refitted Wauw inet. On Green Mountain 's eastern summit, carpenters bega n putti ng up a 75-foot, octagonal observ atory, where visitors co uld enj oy bird's­ eye views of Bar Harbor vill age, th e Porcupine Islands, Frenchma n Bay, and th e north eastern extent of Mount Desert Island . During ea rl y Jun e, the railroad co mmi s ioners came to tow n, in spected the track and all ro lli ng stock, and fo und lhe line in "a perfectly sa fe co nditi on."34 The new season ki cked off with relat ive ly little fa nfa re. Beginning June 23 , management adverti ed on-demand tra in s fo r parti es of I 0 or more, th en on Mond ay, Jul y 7, resum ed fo ur sched uled dail y trips, as had been offered th e prev ious season. Ea rl y reports suggested that busin ess was good, and co mpany ex pectation ran hi gh it would co ntinue that way. Th en, in early August, an unfo reseen di saster occurred atop Green Moun tain. Fire Destroys The Green Mountain House Shortl y after sun set, aturd ay evening, August 2, 1884, severa l Bar Harbor townspeo pl e noti ced a bri ght orange glow behind the eastern pea k of Green Mountain , prompting so me to spec ul ate th at a fo rest

Gree 11 Mou11 1ai11 Raihl'a.1· 63 fire had broken out in the woods on the back side of the summit. Others thought perh aps overni ght partygoers had kindled a hu ge bonfire so mewhere near th e top. A few even spec ul ated that th e year-old Green Mountain House was abl aze. Shortl y after 8:3 0 p.m ., a phone ca ll to the Mount Desert Herald offi ces settl ed th e issue. A ca ll er from Otter Creek, where the summit buildings were pl ainl y visibl e, co nfirmed th at the bi g hotel was not onl y afire, but already mostl y co nsumed. Furthermore, th e nearby Mountain House had ignited and was also full y in vo lved. The fire had broken out on the roof of th e main house, apparentl y started by sparks fl yin g from the kitchen chimney. An eight-year-old girl , stay in g with her mother and sister in th e hotel, happened to look out a window and noti ced what she described as a "sheet of fl ame." The moth er qui ckl y whi sked th e child outsid e to a pl ace of safety, th en returned to the smoky interi or to retri eve their possessions. But th e fl ames were spreading so ra pidl y th at she could neither find nor save bu t li tt le. With no firefi ghtin g equipment or water at their dis posa l, th e token hotel staff were helpl ess to stop the rag in g in fe rno, and both summi t stru ctures quick ly burned to their fo undati ons, leav in g onl y th e shafts of two bri ck chimneys ri sin g stark ly fro m a mass of gray ash. A man li vin g on th e west sid e of Eagle Lake also spotted th e fl ames th at evenin g. He rowed across to th e ra il way tenninus and awakened one of th e engin eers, who ran a tra in to th e summit and bro ught down th e few stranded guests and empl oyees. The Green Mountai n House had been leased to Horace W. Chase of Bango r, who estimated hi s loss at $4,000. He had in sured the busin ess for $ 1,500. GMR had spent about $8,000 to have th e hotel built and carri ed a $5 ,500 poli cy aga inst its loss. A Temporary Structure Erected Undeterred by the ca lamity, GMR took immedi ate measures to put up a temporary repl acement fo r th e fo rm er Gree n Moun ta in House. Within 48 hours, management had gotten pl ans drawn up fo r a new stru cture; co ntracted with Bar Harbor bui Id er Jo hn E. Clark to erect it; hired co nstructi on workers; ord ered the necessary building materi als, in cluding I 0,000 feet of lumber, in Bar Harbor and

64 Green Mountain Railway Ellsworth; and had them transported by rail , ferry, and horses to Eagle Lake, where th ey awaited transport to th e mountaintop the next morning. Work bega n August 5 on the stopga p building, which company officials had decided should stand on the eastern summit, adjoining the recently constructed observatory. Once the two-story fram ework was up , carpenters modified the observato ry stairway, to allow access between it and th e guest house's second fl oo r. The fini shed structure measured 35 by 45 feet. The lower level included a 21 by 34-foot dining room , a 12 by l 7-foot parlor, and a 20 by 30-foot

Th e Green Mounlain House was bui/1 in 1883. Th e.following s u11 ·1m e 1~ sparksfi-om !he ki1chen chirnney (righl) ig 11i1ed a section o/lhe main roof' an I th e en/ire "slruc/u re" burned lo th e ground.

Green Mountain Railway 65 office; the upper fl oor was div id ed into eight bedrooms. By August 15, the swift ly compl eted structure had opened fo r business, an d innkeeper Chase was serving what the Mount Desert Herald termed "most appeti zin g" mea ls in a dining area swell ed with ex uberant and app rec iative guests. 3s GMR's 1884 season co ncluded on Saturd ay, September 2 1. The fo ll owing day, a sin gle tra in made a spec ial run for the enj oy ment of co mpany officials and th eir guests. Management had reason to be pl eased-and optimi sti c. Rid ership was up significantly fro m the prev ious year; more than 5,000 people had paid to take the moun ta in excursion. Eager to see a full return to norm al operations, GMR directors met a week later and voted to re pl ace the fo rmer Green Mountain House with an even more spl endid fac ili ty, located where the temporary one stood. 36 The Summit House During February 1885 , GM R co ntracted with John E. Clark to erect a new, full-serv ice hotel - to be call ed the Summi t House. Wanting to get an earl y start on co nstruction, Clark hoped to skid the build ing materi als across th e ice on Eagle Lake, to the foo t of the ra il way, where work tra in s would carry them to the top. But once he learn ed it wo uld be April before the locomotives co uld run , he dec ided to employ several teams of horses to cart equ ipment and supplies up the bro ken-d own carri age road. Begun in earl y March, the strenu ous und ertakin g took nea rl y three weeks. Us in g plans drawn by W. E. Mansur of Bango r, Clark had crews at wo rk on th e Summit House in ea rl y April. The genera l des ign ca ll ed fo r an enl arge ment of th e temporary quarters erected the prev ious summer, whi ch th e GMR peo pl e thought were too good to be ta ken down. It added a 35 by 40-foo t extension to the north end of th e ex isting building and made th e entire structure three stories hi gh, capping it with a slate roof. A veranda surro und ed th e entire first fl oor, whi ch had been confi gured to in clude an offi ce, parl or, dining hall , pri vate dining space, kite.hen, and pantry. The second and third levels each co ntained I 0 slee ping roo ms with shared bath s. Open firepl aces in the dining hall , parl or, and hall ways provided wa rmth and add ed to the charm . A basement area gave space fo r a 30,000-

66 Gree11 Mountain Railway gallon cement cistern and a seri es of storerooms. Clark 's wo rkers co mpleted the job in mid-June, comfo 11abl y ahead of th e pl anned Jul y 1 opening. The entire project cost about $5 ,000.37 Railway Business Declines Succeeding seasons thro ugh th e 1880s saw th e Green Mountain Railway Company co ntinue efforts to improve th e qu ality of its opera ti on by further enh ancin g th e level of service . To bolster earl y season busin ess, trains were made avail abl e on demand throughout June, rather th an simply th e latter part of th e month . As th e 1885 season got underway, management ann oun ced additi onal stage service conn ectin g Bar Harbor with Eagle Lake. Barges would co ntinue makin g the customary stops at intown hotels and also call at pri vate cottages fo r parti es of five or more. The fo ll owing yea r, two more stages were add ed to th e lin e, makin g a total of fi ve. Du rin g 1889, th e cog tra in s made an additional two trips a day, with th e earliest and latest run s reserved fo r peopl e stay in g at th e Summit House. That season, crews laid numerous repl acement crossti es and stringers along th e roadbed, as added preca uti on to ensure the safety of the train and its passengers. The 1886 season proved to be GMR's most successful , when close to 8,000 peopl e rode th e train s. During ea rl y Jul y, th e lin e benefited grea tl y from an added influx of summer visito rs, as Bar Harbor pl ayed host to a co nfe rence of th e Ameri ca n Institute of Instructi on, th e old est edu ca ti onal a sociati on in the Uni ted States. Betwee n 1,000 and 1,500 fac ulty and admini strators fro m school systems across th e north east attended th e fo ur-day conventi on, and most took time to ride th e ra ilroad.3X Despite th e co mpany's attempts to further boost busin ess, th e number of passengers on its trains declined dramati call y after 1886. During 1887, th e fi nal (estimated) tall y fe ll to little more than 2,500. In 1888, a poor summ er, weath er- wise, th e number dropped to just 99039 and was only marginally better- a total of 1,305 - the fo llowing season.4o Several writers have suggested th at lea n years in th e local touri st business, marked by changin g atti tudes and habits among th e summer visitors, we re largely th e reason fo r th e downturn. Whil e th ese may have co ntributed to th e overa ll consequ ence, th e major

Green Mountain Railway 67 factor was the establishment of a new means of travel to the mountaintop - a much improved roadway up Green Mountain 's north ridge. The endeavor was the result of a j oin t effort by local businesspeopl e calling themselves the Green Mountain Carriage Road Company. Th e Green Mounta in Carriage Road Company Sho1tl y before the Green M ountain Railway's grand opening in 1883, company offi cials had mildly hinted they would close the existing ca1Ti age ro ad by putting up a gate where it crossed their track, just below the 1,3 00-foot level. The warning was never carried out, as much as anything because th e old dirt-and-stone route was in such poor shape. Erosion had all but eradi cated some secti ons, making it nearl y impossibl e fo r horses and buckboards to navi gate without maj or di ffi culty. At th e more chall enging stretches, riders had to get out and walk, so dri vers could coax teams and empty ri gs along. Aside from the road 's fa iling condition, GMR management was optimisti c th at once its trains began running, peopl e would fl ock to them alm ost exclu sively. For fi ve seasons, GMR provid ed th e onl y establi shed tra nsportati on to the summit of Green Mounta in . Then, in late 1887, the prospect of competition suddenl y emerged. That December, Bar Harbor merchants Elihu and Ralph Hamor, w ith dry goods dealer John J. Carr, organi zed th e Green Mountain Carri age Road Company (CRC) and raised $25,000 to "purchase, lease, and acquire land from the base of Green M ountain to the summit, on whi ch to locate, construct, and operate a toll road." The pl an call ed fo r work on the proposed project to begin the foll owing spring, although th e start-up was postponed after the task of acquiring a ri ght-of-way up the mountain became more time consuming than th e organi zers had anti cipated. Once it did begin , in early July, Joseph G. Ke ll y of Bar Harbor oversaw the constructi on. Under hi s directi on, workers made non-stop progress and completed the job in only three weeks. The lower porti on of th e route lay sli ghtl y to the east of th e older road, where it more qui ckl y gain ed the crown of the mountain 's north ridge and provided superi or vi ews. The upper secti on essenti a ll y fo llowed the course of the previ ous approach. The entire way, from the Eagle Lake Road to th e

68 Green Mounlain Railway summit, measured sli ghtly more th an 2.5 mil es and was wide enough fo r two carri ages to easil y meet and pass one another. Compl eted at a cost of $8,000, th e Gree n Mountain Carri age Road opened July 26, 1888. Edwin A. Atl ee of Philadelphia, Pres id ent of the Lehi gh Vall ey Rail road , was th e first to make th e sceni c dri ve to th e top. 41 The road stayed open unti I October I and attracted more than 3,000 peo pl e. Open Hostility Enco uraged by th e immedi ate success of th e new venture, Carr and th e Hamors hired crews to repair and grad e the CRC roadbed th e fo ll owing spring, then reopened it June 17, nearl y three weeks befo re the Green Mountain Railway ran its first sc hedul ed train. That day -July 6, 1889-ca rri age road trave lers encountered an un ex pected surprise shortl y before they reached th e mountaintop. GMR empl oyees had pl aced a gate across th e road wh ere the rail road track crossed it. Claiming the ri ght of possession to th e land at and aro und th e summit, GMR had empl oyed an attend ant to charge passers-by a doll ar per perso n, plu s a doll ar per vehi cle, to proceed. The pl oy was short-li ved; th e next morning angry CRC peo pl e tore down the barri er. Tensions between GMR and CRC persisted, th en resurfaced later in th e month . The ni ght of Jul y 23, six anonymous "rail road peo pl e" rode th e cog train to th e top of th e mountain , walked part way down th e carriage road, du g a hole, pl anted dynamite, and bl ew up a porti on of th e roadway. CRC supporters immedi ately talked retali ati on, threatening a lawsuit and th e possibility so meone mi ght dynamite th e GMR track .4 2 Cooler head s eventuall y prevail ed, and the momentary " ro ad war" end ed without further di srupti on or damage to either company 's holdings. The carriage ro ad's revival spawn ed a new wave of entrepreneur, each eager to provide wo uld-be mountain vi sitors the opportunity fo r easier, fa ster ways to visit Green Mountain 's summit. The day th e improved carriage road opened, Andrew Staffo rd began operatin g excursions to the top vi a a "very styli sh" bu ckboa rd , built especi all y fo r the demanding ride by Ell sworth carriage maker Henry E. Davi s. Leavin g at 9:3 0 a. m. and 2: 30 p.m. from hi s stabl e

Green Mountain Railway 69 on Spring Street in Bar Harbor, Stafford and hi s three-horse hitch made the circuit of intown hotels to pick up passengers. He pro mi sed that those who made th e morning trip wo uld be back in time fo r lunch, while ones wh o went in the afternoo n would not mi ss their "early tea". A.S. Getchell , th e proprietor of the Green Mountain Livery, offered on-d emand service, adverti sing a vari ety of carriages and drivers "at short notice". Out of Business Foll owing GMR's woeful 1888 and 1889 seasons, management tri ed desperately to come up with ways to rev iv e interest in th e rail road. In ea rl y May 1890, the co mpany ann ounced it had redu ced th e ro und-trip train fare from $2.50 to $ 1.00. Th e id ea did bring substantially more busin ess. Nearl y every day during Au gust, extra buckboard s had to be used to carry passengers to and from Eagle Lake. But th e operating seaso n was sho1t, lastin g onl y from mid-July to mid-Se ptember, and revenu e from th e more th an 2,300 cheaper fa res was not nea rl y enough to offset ex penses. The line lost $ 1,400 that seaso n, and th e co mpany's already sub stantial defi cit, dating bac k to 1887, grew to $ 14,049.57.43 See in g no way to reverse th e growin g fin ancial pli ght, GMR directors shut down th e ra il road. The end came qui etl y and received littl e attenti on in th e local papers. A brief menti on in the Bar Harbor Record fo r Jul y 30, 1891 , pointed out what most peopl e already kn ew: "Form erl y access to th e mountain could be obtain ed by mea ns of the cog rail road, but it was not patro ni zed suffi cientl y to warra nt its continuance, and thi s year it has been aband oned." On Janu ary 17, 1893, th e Hancock Co unty sheriff's departm ent conducted a sa le of GM R's pro perty at th e law offi ce of Deasy and Hi gg in s in Bar Harbor. W. A. Milliken purchased th e stern-wheeler Wauwinet. Dani el and Perry Brewer, togeth er with Ori ent Carpenter, bought th e summit hotel. Th e furniture and oth er fi xtures we nt to J. McCarthy, form erl y an engin ee r on th e railway. 44 Bar Harbor arti st J. C. Manchester obtain ed one of th e passenger cars and co nverted it into a Main Street studi o fo r hi s paintings. Li ve ryman William H. Puffer bought the oth er, and it became a stall on So uth Street, where

70 Gree 11 Mou11tai11 Railway he kept horses. No one ex pressed an interest in either of th e two locomoti ves, and they were left undisturbed at th e base of th e mountain . The GMR l ocomotives live On A few months after th e sa le of GMR's assets, th e defun ct company's two locomoti ves ex peri enced an un ex pected rebirth. On May 23, 1893, a devastatin g fire swept th rough many of th e buildings at the Mount Was hington Rail way's base stati on at Marshfi eld . Two of th e railroad's seven locomoti ves were o badl y damaged th ey had to be scrapped. Two others were sa lvageable, but required ex tensive, time-co nsuming rebuilding. A pair of passengers cars, a baggage ca r, and a freight ca r were also destroyed.45 The loss pl aced th e rail way's own ers-sin ce 1889, th e Conco rd & Montrea l Railroad Company (C&M )- in an unco mfo rtabl e predi cament. With th e summer season litt le more th an a month away, the firm needed repl acement ro lling tock in a hurry if it we re go in g to operate on a full sc hedul e. Word soon reached C&M that th e two GMR locomoti ves were langui shin g at th e foo t of Green Mountain . Within ten days, th e co mpany had purchased the idl e "iro n horses" and arra nged to have th em parti all y di smantl ed, to fac ilitate th eir shipm ent via th e Main e Centra l Railroad fro m neighborin g Mount Desert Ferry to Mount Was hington. Although ex ten ively rebuilt over th e yea rs, to th e extent that few, if any, ori gin al parts remain , the two fo rm er Green Mountain Rail way locomoti ves are still operatin g on Mount Was hin gton. No. I (Mount Desert) was renumbered "4" and now goes under th e name Chocorua. GMR No. 2 was fi rst designated "5," renumbered "3" in 1934, and in 1995-96 dubbed Agiocochook.46 Th e Aftermath The Summi t House continued to operate fo r a few more years after th e ra il road ceased, but never on the scale or with th e elegance it had before. By th e mid-l 890s, th e entire operati on had become dubi ous. Persistent rumors of illi cit go in gs-on fin all y pro mpted auth oriti es to in vesti ga te. On August 2 1, 1895 , a Hancock County

Green Mo untain Railway 7 1 sheriff and three Bar Harbor poli ce officers raided the property, seized a large amount of ill ega l liquor (in violation of Maine's prohibition law of 1846), arrested the proprietor, and closed th e place down. It never reo pened. During the summer of 1896, mu ch of th e Summit House 's once­ imposin g structure was taken down . The best timbers and boards were saved, leav in g only a ri ckety shell whi ch needed to be burned to be properl y di sposed of. But severa l peopl e li vin g in nea rby Otter Creek objected to hav in g th e surviving framework set afire. They were afraid th e surrounding woods mi ght catch and a runaway blaze wou ld threaten th eir homes and community. The protest prompted th e Bar Harbor Fire Departm ent to assure those concerned that conditions would be suitable before they all owed anything on th e mountain to be burned. That time arrived th e foggy, showery evening of September 19, when winds were essenti all y ca lm and the nearby woods wet. The Summit House's sca nt remains were ignited and qui ckl y went up in s m o k e .~ 7

By th e end of 1896, most remaining traces of th e GM R track had likewise been removed. That December, th e rai ls and asso rted urplu iron were haul ed to Nicker on & Spratt's Wh arf in Bar Harbor, loaded aboard the schooner Cambridge, and taken to th e Portland Rolling Mill s, in South Portl and, where th ey were recycled. The ti es, stringers, and other wooden foundation pieces were left scattered along th e roadway to rot.48 Over th e next several years, mi xed vegetation encroac hed on th e former rai l bed , graduall y ob li terating its presence. In l 910, a nostal gic feature about th e railway appeared in th e Ellsworth American, in which th e writer co mm ented how th e route was still ev id ent, but already "rath er faint at tim es. " At one point, trailmakers marked th e hi storic way with small , stone cairns, and occasional ones are still evident along th e stretch above th e park loop road, north of Bubble Pond. Today th e entire route is heavily overgrown, except where it crosses open ledges. In some pl aces, bushwh ackin g is th e on ly way anyone attempting to trace th e old line can fo ll ow th e course. The best clu es for id entifying th e exact location and direction are the surviving iron rods which held th e foundation logs

72 Green Mo11111 air1 Railway in place. Most were never pulled from the ground, nor extracted from the ledges, and li tera ll y hundreds re main embedded w here hard y crews first pl aced them. T he passin g of th e Green Mountain Rail way brought an end to a unique and colorful attempt to capita li ze on M a in e's budding resort business. A lthough doomed by a lack of sustainabl e in terest, the curious attracti on enabl ed thousands to marvel at the grandeurs of M ount Desert Island in a fas hi on most could have oth erw ise onl y imagin ed and brought the region a substa nti al measure of public awareness that has helped ensure its ongoin g growth as a preeminent travel destinati on.

Peter Dow Ba c h e lde 1~ .formerly the Director of" Information Services at th e Ma ine Publicity Bureau, lives in Ellsworth, Ma ine. He is currently working on a book-length history of the Green Mountain Railway. Any o11 e having inf"ormation or images regarding any phase of the railroad 's (or Green Mountain 's) history is encouraged to contact him at: P O. Box 367, Ell worth , Ma ine 04605, or via e-mail at: pdb@acadi a.net Notes

I. Champl ain, amucl de T!i e works of'Sa11111 el de Champ lain . Vol. I. Tra nslated and edit ed by H.H. Langton & W.F. Ga nong; French tex ts co ll ated by J.H. Camero n. Toro nto: The Champlain Society, 1922. 2. Mori so n, Samu el Eliot. "The Co urse of th e Arabella from Ca pe Sa ble to Sa lem." Pub li ca ti ons of The Co loni al Soci ety of Ma sac husc tts, Vol. XX Vll ; Tra nsactions 1927- 193 0: Boston, 1932, pp . 285 -295 . Mori so nOs stud y includes a copy of Winth ro p's 1630 sketch, as well as a chart show in g the Arabella's co urse acros the Gui f of Main e. 3. Mori so n's essay "The ourse of the Arabella ..." (see No te 2) contains a co py of a page from the 1729 editi on of Tli e E11g lish Pilol, Th e Fourth Book, ent itled "The Maki ng of the Land on the Coast or New England," whi ch in cludes sketches or the " Mount Dcsa rt Hill s.'' 4. "A Plan of th e Islands Eastwa rd lay ing from Penobscot Bay & of the Gra nt ed Townshi ps, with th eir Di stances and Bearings fro m each Oth er and from the Conti nent, Agreab le to a Reso lve of the Grea t and Ge nera l Co urt for th e Prov in ce or the Massac hu setts Bay< pcr John Jones & Barnabas Maso n, Surveyors, Fe bruary 13, 1765." Ori ginal ms. at the Massachusett s Archi ves, Boston, Massachu sett s. 5. Moriso n, Th e Sto1y a/Mount Deserl Island Maine, p. 73. A photostat of Sa mu el

Cree11 Mountain Railwav 73 Holl and 's "Chart of the Maine Coast, 1772" is in the Wil liam Otis Sawtelle Co ll ections & Research Center, Park Headquarters, Acadia Nati onal Park, Bar Harbor, Maine. 6. Des Barres, Joseph F.W. Charis o/the Coas! and Harbors of Ne1v England ... , Vol. 3, A tlanlic Neptune. London, 1780. An ori gin al is in th e Osher Coll ecti on, Osher Map Lib ra ry and Sm ith Center fo r Ca rtographic Ed uca ti on, Uni ve rsity of South ern Main e, Portland, Main e. Origin al Samuel Holl and copper engrav in gs entitl ed "Penobscot Bay and FrenchmanOs Bay" ( 1776) and "The Coast of New England" ( 178 1) , both of whi ch depi ct/id enti fy Mount Desert Island , are al the Deer Isle Gra ni te Museum, Stonington, Maine. A fo ur-volume fac sim ile ed it ion: Th e Atlantic Neptune (Barre, Massac hu setts: Barre Publishin g Co., 1966- 1969) is pa rt of th e Spec ial Coll ec ti ons at the Fogler Library, Uni versity of Ma in e, Orono, Main e. 7. Bar Harbor Tim es, January 28, 193 1, p. 4. 8. "The Fie ld Work " (unpublished, und ated e-document from th e National Oceanic and Atm os pheri cs Ad mini stra ti on's Centra l Lib ra ry, Wa shin gton, D.C.) retrieved at: htt p://www. Ii b.noaa.gov/edocs/BAC H E4 .htm#N EWENG LA ND 9 Hale, Jr. , Richard Walden. Th e S101 y of Bar Harbor. Ives Was hburn , In c.: New Yo rk , 1949, p. 128- 129 . I 0 Report of the Superintendent of th e United States Coast Survey. showing th e Progress of th e Survey during th e Year I 853, Sen. Exec. Doc . No. 14, 33 rd Cong., I st Sess, p. 192.

11. DeCosta, B.F. Rambles in Mo1.1111 Desert: with Sketches of Travel 0 11 1he New-Eng land Coast.fi-mn Isles a/Shoals lo Grand Menan. New York : A.D.F. Rand olph & Co.; Boston: A. Willi ams & o., 187 1, pp . 85-86. 12. Mount Deserl /-Jerald, January 17, 1883 . 13. Mount Desert /-Jerald, Au gust 19, 1882. 14. Unpubli shed, und ated biograp hi ca l sketch of Francis 1-1 . Clergue in th e co ll ec­ ti ons of th e Sa ult Ste. Mari e Pub li c Library, Sa ult Ste. Mari e, Ont ari o. 15. Green Mountain Railway Cert(/icate o_f Corpora/ion, No vember 23, 1882, Record s of the Main e Secretary or State, rcposit ed at th e Main e State Arc hi ves, Augusta, Maine. 16. Joslin , Ri chard S. , Sy lvester Marsh and !he Cog Railwav, (Privately published, 2000), pp. 1- 15, 27. 17. Eas/em A1g us, June 26, 1883. 18. Green Mo 111 11ai11 Railway Articles of Association, Record s or th e Secretary of State: 1883 , Vol. 5, p. 397, reposit cd at th e Ma in e State Archives, Augusta, Main e. 19. Eastern A1·gus, June 26 , 1883 . 20. Bangor Commercial, February 2 1, 188 3. 2 1. Mount Deserl Herald, May I 0, 188 3. 22. Ellsworlh American, April 5, 188 3. 23. Eastern Alg us, June 26, 1883. 24. Bangor Daily Whig & Courier, May 12, 1883.

74 Green Mountain Railway 25. Joslin, p. 25. 26. Bradlee, Fra ncis B.C. So111e Account of Steam Navigation in New England. Salem, Massachusetts: The Essex lnstilllte, 1920, p. 30.

27. Bangor Dai~ )' Whig & Courier, May 3 1, 1883.

28. Bangor Da i~ )! Wh ig & Courier, June 20, 1883. 29. Eastern Argus, June 26, 1883. 30. Moun/ Desert /-/era/cl, July 12, 1883 . 3 1. 1884 Annual Repon ofrh e Maine Board of Railroad Commissioners, unpaged tabular appendi x. 32. Moun/ Deserr /-/era/cl, November I, 1883 . 33. Mo unt Desert /-lera!d, February 7, 1884. 34. 1884 Annual Report of th e Maine Board of Railroad Comm is ioners, p. 17. 35. Mount Desert /-lerald, August 8, 1884. 36. Mount Desert /-lerald, October 3, 1884. 37. Moun! Desert /-/era/cl, May 22, 1885. 38. Th e Daily /-lera!d, Jul y 13, 1886. 39. 1888 Annual Report of th e Maine Board of Railroad Commissioners, p. 66. 40. 1889 Annual R,eport of th e Maine Board of Railroad Commissioners, p. 32, 83. 4 1. Bar /-/arbor Record, August 2, 1888. 42. Bar /-/arbor Record, Jul y 25, 1889. 43. 189(} Annual Report of the Mai11 e Board of !?ailroad Commissioners, p. 8 1. 44. Eastern A1gus, February 2, 1893. 45. A 111 ong Th e Clouds, Jul y 13, 1895. 46. "Current Roster of Locomoti ves" ava il ab le at: www.cogra il way.com/alltime. html ; INTERNET. 47. Bar /-/arbor Record, September 23 , 1895. 48. Bar /-/arbor Record, December 30, 1896.

Green Moun tain Railway 75