Open car No. 9, was built in 1892 for Rockland,
Thomaston, & Camden Street Railway is at Oakland Park
Station, Rockport, circa 1902. Destination signed for Highlands
& Quarries with an unidentified open car on the line waiting
for No. 9 to depart. Eastern Illustrating and Publishing image
in the O. R. Cummings Collection 2009_2_41_207
Courtesy Seashore Trolley Museum Library
Here is the newest release in the Maine Bicentennial series of electric railways in Maine. This blog post features the summary of the Rockland, Thomaston, & Camden Electric Railway in O. R. Cummings' book, "Transportation Bulletin No. 6, Part 1. January 1952 - "Rockland, Thomaston & Camden Street Railway", issued by the Connecticut Valley Chapter of the National Railway Historical Society. Additional photos will be credited accordingly. O. R. states that this book would not have been possible without assistance from Charles E. Gregory.
Charles E. Gregory of Glen Cove, Maine, was an employee of the Rockland, Thomaston, & Camden Street Railway and its successors for nearly 55 years. Mr. Gregory was active around the carhouse and power station when they were constructed in 1892 and went to work as a motorman and conductor in 1893. He served as chief engineer of the powerhouse from 1903 to 1921 and was superintendent of the railway from 1921 until 1928. He resided across the street from the carhouse from 1903 until 1936. O. R. dedicated this book to Mr. Gregory.
Open car No. 3 on the Rockland-Warren line, with Charles
E. Gregory, who furnished much of the information in O. R.'s
book, is seated on the front bench. Photo from Charles E.
Gregory in O. R. Cummings Collection 2009_2_41_128
Courtesy Seashore Trolley Museum Library
This material is taken from a copy of Transportation Bulletins No. 6 book acquired by this blogger.
Click Here for the post: Ninety Communities in Maine with Electric Railway Service!
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Click Here for the post: Maine Bicentennial series - History of the Portland Railroad 1860-1941
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Click Here for the post: Maine Bicentennial series - Biddeford and Saco Railroad Co. 1888-1939
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Seashore Trolley Museum, - Museum of Mass Transit, is celebrating its 80th Birthday-Year in 2019!
Special Events are scheduled - Public operations start on May 4, 2019.
Click Here for the 2019 Events & Special Activities for the 80th Anniversary Season, with hot links
Rockland, Thomaston, & Camden Street Railway
One of the medium-sized electric railway systems of the Pine Tree State during the heydey of the trolley was the Rockland, Thomaston, & Camden Street Railway, which from 1892 to 1931 connected the city of Rockland, at the south-westerly entrance to Penobscot Bay, with its neighboring towns of Rockport, Camden, Thomaston, and Warren.
Rockland was known for many years as the nation's chief producer of lime and is today one of Maine's important fishing ports, with lobster as the principal catch. In addition, it is the trading center and county seat of Knox County.
Rockport, to the north of Rockland, shared in the latter's lime industry; and Camden, nestled at the foot of a range of mountains, has become a popular winter sports center. At Thomaston, on the St. George River, many ships were built during the days of sail, and in the village of Warren, to the northwest of Thomaston, Mary Baker Eddy, the founder of Christian Science, once lived.
Transportation has always been of vital importance to the Penobscot Bay region, one of the favorite vacationland areas of Maine, and as early as the 1850s, a steamboat line was established between Rockland and Bangor, with Rockland as one of the way-stops. In 1872, the Knox & Lincoln Railroad, later absorbed by the Maine Central, struggled northward from Bath to give Rockland its first rail connection with the outside world.
The first steps toward the establishment of street railway service in the Rockland-Thomaston-Camden area were taken in 1889 when three separate companies:
* Camden & Rockport Street Railway
* Thomaston Street Railway
* Rockland Street Railway
were chartered by the State Legislature. They did little more than secure the franchise from the communities they proposed to serve, and apparently made no progress toward actual construction.
Control of the three companies was gained early in 1891 by two of the state's prominent traction promoters; George E. Macomber and J. Manchester Haynes, both of Augusta. On June 27th of that year, they organized the Rockland, Thomaston, & Camden Steet Railway. On February 13, 1892, this new company acquired by deed the franchise of its predecessors and shortly thereafter awarded a contract for the construction of the road to Shaw & Ferguson of Boston. The Edison General Electric Company of New York was chosen to equip the power station and rolling stock.
Development of the System
The first route to be built - approximately 10 miles long - began at the Maine Central Railroad wharf in Rockland, extended along Mechanic Street to South Main Street, and continued on Main Street and Camden Streets through the city and along the country road (now U. S. Route 1) through Rockport into the town of Camden. Construction began in April 1892, and on August 1st a certificate of safety was granted by the Railroad Commissioners of the State of Maine for the trackage from Rockland to Rockport, operation beginning the same day. Service to Camden did not commence until August 7th, nearly a week later, due to a projecting ledge between Rockport and Camden which had to be removed before the cars could pass by.
Two extensions were opened in 1893, the first running through North Main and Maverick Streets in Rockland to Blackinton Corners and Rockland Highlands; and the second, from Main Street, Rockland, through Park Street and New County Road (Route 1) to Mill Creek in Thomaston. Operation over both lines began on July 7th. Freight service was inaugurated the same year.
During 1896, rails were laid on Sea Street (now Tillson Avenue) from Main Street to Tillson's Wharf in Rockland, and the line in Thomaston Village was extended from Mill Creek to Green Street.
A certificate of safety for the Tillson's Wharf trackage was granted on June 6th and for the Thomaston extension on June 15th. On September 14, 1897, another extension was opened - from the original terminus of the Rockland Highlands line at Rankin Street through Old County Road to a point near Lime Rock Street.
The last extension of the Rockland, Thomaston, & Camden was constructed in 1902 from Thomaston to the village of Warren, a distance of 4.43 miles, with operation beginning on July 8th. This route followed private -right-of-way for most of its length and paralleled the St. George River for the last two miles or so into Warren.
A spur track was built in 1893 from Park Street along Union Street to Maine Central depot and was extended along Union Street and through Pleasant Street to South Main Street in 1903, formerly a loop for the use of the railway's freight cars.
Operations and Routes
There were only two routes on the Rockland, Thomaston, & Camden Railway - the mainline from Camden through Rockport, and Rockland to Thomaston and Warren, and in Rockland from the Maine Central Wharf to the Highlands.
With the destination sign reading Rockport & Camden,
single-truck open car No. 17, was built in 1893 originally
as a trailer, and later motorized, is filled to the brim.
During the best years of the road, the schedule called for half-hourly service between Camden and Thomaston and hourly service to Warren, with extra cars as needed. On the Rockland Highlands line, cars ran every hour.
The line from Rockland to Camden was equipped with block signals made in the United States, and there were telephones at nearly every siding and turnout between Camden and Warren.
* * *
Carhouse
The Rockland, Thomaston, & Camden's carhouse was located on Main Street at Glen Cove in Rockport and was a wooden affair, 140 feet long and 70 feet wide, with a single lead-in track from the mainline. Immediately inside its entrance was a transfer table, connecting the lead-in with the four barn tracks. The capacity was 12 single-truck cars.
In later years, a two-track addition, also 140 feet in length, was built on the south side of the barn.
A two-truck storage barn was located about 400 feet north of the main carhouse. This building was 85 feet long and 25 feet wide, big enough to house four, double-truck cars.
One of the medium-sized electric railway systems of the Pine Tree State during the heydey of the trolley was the Rockland, Thomaston, & Camden Street Railway, which from 1892 to 1931 connected the city of Rockland, at the south-westerly entrance to Penobscot Bay, with its neighboring towns of Rockport, Camden, Thomaston, and Warren.
Rockland was known for many years as the nation's chief producer of lime and is today one of Maine's important fishing ports, with lobster as the principal catch. In addition, it is the trading center and county seat of Knox County.
Rockport, to the north of Rockland, shared in the latter's lime industry; and Camden, nestled at the foot of a range of mountains, has become a popular winter sports center. At Thomaston, on the St. George River, many ships were built during the days of sail, and in the village of Warren, to the northwest of Thomaston, Mary Baker Eddy, the founder of Christian Science, once lived.
Transportation has always been of vital importance to the Penobscot Bay region, one of the favorite vacationland areas of Maine, and as early as the 1850s, a steamboat line was established between Rockland and Bangor, with Rockland as one of the way-stops. In 1872, the Knox & Lincoln Railroad, later absorbed by the Maine Central, struggled northward from Bath to give Rockland its first rail connection with the outside world.
The first steps toward the establishment of street railway service in the Rockland-Thomaston-Camden area were taken in 1889 when three separate companies:
* Camden & Rockport Street Railway
* Thomaston Street Railway
* Rockland Street Railway
were chartered by the State Legislature. They did little more than secure the franchise from the communities they proposed to serve, and apparently made no progress toward actual construction.
Control of the three companies was gained early in 1891 by two of the state's prominent traction promoters; George E. Macomber and J. Manchester Haynes, both of Augusta. On June 27th of that year, they organized the Rockland, Thomaston, & Camden Steet Railway. On February 13, 1892, this new company acquired by deed the franchise of its predecessors and shortly thereafter awarded a contract for the construction of the road to Shaw & Ferguson of Boston. The Edison General Electric Company of New York was chosen to equip the power station and rolling stock.
From O. R. Cummings' book, "Transportation
Bulletin No. 6, Part 1. January 1952 "Rockland,
Thomaston & Camden Street Railway"
Development of the System
The first route to be built - approximately 10 miles long - began at the Maine Central Railroad wharf in Rockland, extended along Mechanic Street to South Main Street, and continued on Main Street and Camden Streets through the city and along the country road (now U. S. Route 1) through Rockport into the town of Camden. Construction began in April 1892, and on August 1st a certificate of safety was granted by the Railroad Commissioners of the State of Maine for the trackage from Rockland to Rockport, operation beginning the same day. Service to Camden did not commence until August 7th, nearly a week later, due to a projecting ledge between Rockport and Camden which had to be removed before the cars could pass by.
Construction of the spur to Oakland Park circa 1902.
O. R. Cummings Collection 2009_2_41_026
Courtesy Seashore Trolley Museum Library
Closed car No. 6 at Rockland Highlands. This car traveled
the Lime Rock Quarries and Rockland Highlands line.
O. R. Cummings Collection 2009_2_41_061
Courtesy Seashore Trolley Museum Library
Looking West on the track on New County Road, Pleasant Street
towards Rockland. An unknown trolley is in the distance.
O. R. Cummings Collection 2009_2_41_078
Courtesy Seashore Trolley Museum Library
A certificate of safety for the Tillson's Wharf trackage was granted on June 6th and for the Thomaston extension on June 15th. On September 14, 1897, another extension was opened - from the original terminus of the Rockland Highlands line at Rankin Street through Old County Road to a point near Lime Rock Street.
Open car No. 21 with (l-r) Harry Swift, the conductor,
Philip Lane, the motorman, and Everett Humphrey,
a conductor. O. R. Cummings Collection 2009_2_41_069
Courtesy Seashore Trolley Museum Library
Open car No. 11 at the Warren waiting station leaving for
Rockport and Camden. The advertisement placard reads that
the Camden Band was playing at Oakland Park on Sunday,
August 16th, which would mean 1903.
O. R. Cummings Collection 2009_2_41_101
Courtesy Seashore Trolley Museum Library
Map from the 2015 NEERHS book, "The Illustrated
Atlas of Maine's Street & Electric Railways
1863-1946"
An open car on Union Street next to the Carleton House in
Rockland. O. R. Cummings Collection 2009_2_41_017
Courtesy Seashore Trolley Museum Library
Closed car No. 10 poses for a photo on the Oyster River trestle.
O. R. Cummings Collection 2009_2_41_089
Courtesy Seashore Trolley Museum Library
There were only two routes on the Rockland, Thomaston, & Camden Railway - the mainline from Camden through Rockport, and Rockland to Thomaston and Warren, and in Rockland from the Maine Central Wharf to the Highlands.
single-truck open car No. 17, was built in 1893 originally
as a trailer, and later motorized, is filled to the brim.
Circa 1900 - O. R. Cummings Collection 2009_2_41_132
Courtesy Seashore Trolley Museum Library
During the best years of the road, the schedule called for half-hourly service between Camden and Thomaston and hourly service to Warren, with extra cars as needed. On the Rockland Highlands line, cars ran every hour.
Chart from O. R. Cummings'
book, "Transportation
Bulletin No. 6, Part 1.
January 1952 "Rockland,
Thomaston & Camden Street
Railway"
* * *
Carhouse
The Rockland, Thomaston, & Camden's carhouse was located on Main Street at Glen Cove in Rockport and was a wooden affair, 140 feet long and 70 feet wide, with a single lead-in track from the mainline. Immediately inside its entrance was a transfer table, connecting the lead-in with the four barn tracks. The capacity was 12 single-truck cars.
Rockland, Thomaston, & Camden Street Railway Powerhouse
and Carhouse on Main Street in Glen Cove, Rockport.
Circa 1892 - O. R. Cummings Collection 2009_2_41_107
Courtesy Seashore Trolley Museum Library
A two-truck storage barn was located about 400 feet north of the main carhouse. This building was 85 feet long and 25 feet wide, big enough to house four, double-truck cars.
North storage carhouse
O. R. Cummings Collection 2009_2_41_118
Courtesy Seashore Trolley Museum Library
* * *
Power
The power station, of brick construction, was adjacent to the carhouse. The original equipment consisted of two 125-horsepower return tubular boilers, one 250-horsepower Corliss cross-compound condensing engine, and two Edison 100-kilowatt bipolar 550-volt D.C. generators belted to a jack-shaft.
Early years inside the Powerstation - not dated.
O. R. Cummings Collection 2009_2_41_121
Courtesy Seashore Trolley Museum Library
In 1893, the year following the opening of the line, the power plant was enlarged by the addition of another boiler, a 500-horsepower Hamilton engine, two Thomson-Houston 50-kilowatt arc generators, and one Thomson-Houston 120-kilowatt 125-cycle A.C. generator. The traction company provided street lighting in Rockland and sold current for residential lighting in Rockport and Camden.
The power and light business was expanded in 1901 when, on February 8th, the Rockland, Thomaston, & Camden Street Railway absorbed the Knox Gas & Electric Company of Rockland and Thomaston.
In 1902, a 200-horsepower engine and another 120-kilowatt, 125-cycle generator were added to the equipment of the power station. In 1902 a fourth boiler and a 62-kilowatt railway generator were installed and in 1907, a 200-horsepower engine and a 300-kilowatt 125-cycle alternator were placed in service.
A look at a generator inside the Powerstation - not dated.
O. R. Cummings Collection 2009_2_41_123
Courtesy Seashore Trolley Museum Library
The two Thomson-Houston arc machines were replaced with a Brush 60-kilowatt arc generator in 1909. In 1910, the plant was further modernized with the changing of the old 125-cycle power to 60-cycle. New equipment included a 400-kilowatt 550-voltD.C. railway generator directly connected to a 700-horsepower reciprocating engine, and three 2,300-volt A.C. generators of 312, 210, and 200-kilowatt capacity respectively, and driven through a line shaft by two additional reciprocating engines of 550 and 250-horsepower.
A 33,000-volt three-phase high-tension power line was built from Augusta to Rockland in 1912, and in February 1913, Rockland, Thomaston, & Camden signed a 20-year contract to purchase its energy from the Central Maine Power Company. All power, both for the railway and for commercial purposes, was provided through the Central Maine service thereafter, the steam plant was retained for use only in the event of an emergency.
Switchboard in the powerhouse - not dated.
O. R. Cummings Collection 2009_2_41_122
Courtesy Seashore Trolley Museum Library
The 33,000-voltage received over the high-tension line was stepped down to 2,300 volts, single-phase, and three-phase, for general light and power distribution and for the railway power which was supplied by a 400-kilowatt motor-generator set. In addition, alternating current at 6,600-volts three-phase was transmitted to a substation with a 450-kilowatt capacity at Rockland Heights, feeding quarries of the Rockland & Rockport Lime Company.
The gas plant of the Rockland, Thomaston, & Camden Street Railway was located on the waterfront at Rockland and supplied that city only.
There was a long wharf, 1,000 feet in length, at the rear of the carhouse, and here coal was unloaded from barges and hauled to the power station.
* * *
Waiting Rooms
The Rockland, Thomaston, & Camden Street Railway catered to the comfort of its patrons by erecting several small waiting stations at various points on its system and by providing spacious waiting rooms in Camden, Rockport, and Rockland.
In Camden, the waiting room was located in a company-owned building which also served as an electrical store and a dwelling for the resident electrician. the room had a capacity of 30 people.
There were two waiting stations in Rockport, one with a 20-person capacity located in a former store, and the other in a small building capable of holding 10 people at Highland Square. At Ballard Park, just below Rockport, and at Oakland Park, were open shelters.
Waiting stations in Rockland were located at the junction of Waldo Avenue and Camden Street (capacity of 10 people); in a store in the Rankin Block; in the company office building (100 people), and at the junction of Park and Union Streets (12 people).
Waiting station in Rockland.
O. R. Cummings Collection 2009_2_41_085
Courtesy Seashore Trolley Museum Library
At Thomaston Village was a station of 20-person capacity. Another station was located at a point known as the "upper corner" at the junction of the road to South Warren.
Original waiting station in Thomaston
O. R. Cummings Collection 2009_2_41_086
Courtesy Seashore Trolley Museum Library
Still, other stations were located at Utopia Park, Orchard Avenue, Warren Village (20 people), the State Prison in Thomaston, and Walker's Corner in Warren.
No. 10 approaching the waiting shelter at Utopia Park, Warren.
O. R. Cummings Collection 2009_2_41_092
Courtesy Seashore Trolley Museum Library
On the Rockland Highlands line, there was a waiting station of 10-person capacity at the head of Lime Rock Street on Old County Road. Other stations were located at the south end of the line at South Main Street and Mechanic Street and at Sherer's Lane in Highlands.
Waiting station at Old County Road and Sherer's Lane.
O. R. Cummings Collection 2009_2_41_064
Courtesy Seashore Trolley Museum Library
* * *
Siding and Turnouts
Between Camden and Rockport Village there were no sidings, but there were two spurs to rock quarries. Leaving Rockport, there were two spurs to lime kilns; then came Ells siding, Highland Square siding, and Ballard Park siding, located approximately one-half miles south of Ballard Park was Oakland Park, with a siding and a spur into the park.
Car No. 1, a 10-bench open was built in 1892, sits at the Oakland
siding with Mr. Wickhan Whitey, conductor, and Mr.Sam Linicott,
motorman. O. R. Cummings Collection 2009_2_41_127
Courtesy Seashore Trolley Museum Library
From Oakland Park southward, there was a storage barn at Glen Cove, with a spur and a yard with several tracks. Then came the long siding in front of the carbarn; and continuing into Rockland the next turnout was at Bay Point, first called the Bay Point siding for the Bay Point Hotel, and later renamed the Samoset siding when the hotel name was changed.
Downtown Rockland circa 1905.
O. R. Cummings Collection 2009_2_41_047
Courtesy Seashore Trolley Museum Library
In Rockland, there were sidings at Maverick Square, at the Rankin Block on North Main Street, and on Park Street at the old depot. Sidings in Thomaston were located at the Trotting Park and at the State Prison. There was a spur track at Mill Creek and another spur at the gravel pit in Warren. The last siding, O'Brien's, was near the gravel pit.
Open car No. 17 at the Thomaston Prison siding.
The destination reads Rockport & Camden. The advertising
placard for a Baseball game.
O. R. Cummings Collection 2009_2_41_087
Courtesy Seashore Trolley Museum Library
Oakland Park
During the early part of 1902, the Rockland, Thomaston, & Camden Street Railway purchased a large tract of land in Rockport, about a mile above Glen Cove, and created Oakland Park, said to be one of the finest street railway amusement centers in Maine.
Map of Oakland Park
O. R. Cummings Collection 2009_2_41_067
Courtesy Seashore Trolley Museum Library
This park, with 72 acres, had big stone pillars guarding the entrance, and set in them are many interesting relics, such as a cannonball of the War of 1812, stones of volcanic origin, etc., with much of the architecture favoring the Japanese in style, there was a casino, a large pine grove arranged with seats and a platform for speakers, an artificial pond, a baseball diamond, croquet lawns, and facilities for bathing and fishing, as well as for other forms of recreation usually found at amusement parks. Flower beds of brilliant colors added the necessary touches of refinement and beauty.
Entrance to Oakland Park
O. R. Cummings Collection 2009_2_41_030
Courtesy Seashore Trolley Museum Library
O. R. Cummings Collection 2009_2_41_037
Courtesy Seashore Trolley Museum Library
In later years, free motion pictures were shown at the casino. During the winter, the artificial pond was kept free of snow for skating parties. In summer, there were twilight baseball games, with local teams participating. Band concerts were held on evenings and Sundays.
Dance Hall/Casino at Oakland Park
O. R. Cummings Collection 2009_2_41_035
Courtesy Seashore Trolley Museum Library
During periods of heavy riding to the park, extras followed the regular Camden cars as far as the park station. Here they unloaded, changed ends, and returned to Rockland to await the next regular for Camden.
No admission was charged to the park, the only cost to patrons being for meals purchased at the restaurant. Everything else - band concerts, baseball games, etc. - was free.
* * *
Rehabilitation
A general program of rebuilding commenced in 1909 when the track between Rockland and Camden was raised and ballasted with broken stone. In 1910, some 28 new concrete culverts were constructed and 3,000 new wood ties were installed. The track was straightened and the grades were raised at several points. In 1911, over 2,500 feet of single track was regraded to conform to the grade of the state highway between Rockland and Camden. Seven more new concrete culverts were built and on the Warren line, three trestle bridges were filled.
Only routine repairs were made in 1912, to the new ballast being placed and new ties installed where they were needed. On Main Street in Rockland, 1,750 feet of 80-pound T-rail was laid, and in Camden, 450 feet of rail, of the same weight was installed.
Looking North down Main Street towards the Empire Theatre.
Circa 1915 - O. R. Cummings Collection 2009_2_41_054
Courtesy Seashore Trolley Museum Library
Siding facilities were increased in 1915, and a two-story frame building was erected in Camden for a waiting room, electrical store, and dwelling for the resident electrician.
A parcel of land called Fales Field, near Maverick Square in Rockland, was purchased for sidings and track structures.
In 1916, new sidings were built on Camden Street, Rockland; in Rockport for the Rockland & Rockport Lime Company, and in the same town for the Edward Bryant Company. On Park Street, Rockland, 450 feet of track was relaid with 85-pound, "T"-rail. Some 2,000 new ties were used in the maintenance of the track.
Accidents
The first of two serious accidents on the Rockland, Thomaston, & Camden occurred on August 12, 1911, when car no. 22, a double-truck semi-convertible, and car no. 17, a single-truck open, met head-on near O'Brien's siding in Warren. One person was killed and six were injured. No. 22 was running as a special, carrying a party of school children back to Warren after a day at Oakland Park, while No. 17 was the regular car. The collision was attributed to a misunderstanding of orders given by Valentine Chisholm, superintendent.
The second mishap took place on January 10, 1920, at the YMCA curve, near the present town hall, in Rockport, and involved car No. 12, a double-truck semi-convertible.
No. 12 at Park Street in Rockland before it was wrecked in an
accident, in January 1920. It was scrapped following the wreck.
O. R. Cummings Collection 2009_2_41_075
Courtesy Seashore Trolley Museum Library
The car, en route to Rockland from Camden, hit the curve (on a downhill grade at a right angle) at such speed that the body left its two trucks. It then rolled over onto the ground., killing the motorman and a woman passenger, and injuring nine others.
Claims resulting from the mishap were rather high for those days, with one woman receiving $5,000. The car was never used again.
The Knox County Electric Company
Control of the Rockland, Thomaston, & Camden Street Railway changed hands in April 1914, a syndicate headed by former governor William T. Cobb taking over. On April 1, 1919, the name of the Rockland, Thomaston, & Camden Street Railway became the Knox County Electric Company.
The Central Maine Power Company added the Knox County Electric Company to its rapidly growing utility system on April 26, 1920, actually taking over the property on May 1st. at the same time, the Central Maine Power Company absorbed the Androscoggin Electric Company, owners of the Portland-Lewiston Interurban (blogger note: home of the Narcissus, currently being restored at the Seashore Trolley Museum :), the Oxford Electric Company, and the Maine Railway, Light & Power Company, which controlled the Waterville, Fairfield, & Oakland Railway.
Rockport Bridge trestle was built in 1921.
O. R. Cummings Collection 2009_2_41_024
Courtesy Seashore Trolley Museum Library
Freight, Express, and Mail
A freight and baggage car made two trips daily except Sunday, from Rockland to Camden, and one scheduled trip from Camden to Rockland (according to the 1915 timetable). There was one baggage, mail, and express car, that made three round trips on weekdays between Camden and Rockland, and one trip on Sundays from Rockland to Camden and back to the carhouse.
Baggage and Express car No. 12 was built in 1893 and was
sold to Norway & Paris Sr. Rwy. in 1900.
O. R. Cummings Collection 2009_2_41_140
Courtesy Seashore Trolley Museum Library
In addition, the street railway hauled lime rock from quarries at Rockport to kilns near the harbor in that town.
There was an interchange track with the Lime Rock Railroad (a 12-mile freight-only line connecting quarries in Rockland Highlands with the lime kilns located on the waterfront) at Maverick Square, and connections with the Maine Central Railroad were made at the old Know & Lincoln depot on New County Road (on the Thomaston line) as well as at the Maine Central freight house off Union Street.
Combination car No. 12 is passing by a quarry.
O. R. Cummings Collection 2009_2_41_079
Courtesy Seashore Trolley Museum Library
Mail was first carried by the Rockland, Thomaston, & Camden Street Railway in closed pouches, but later an "open mail" service was provided with letters and packages being sorted on a railway post office car between Rockland and Camden.
U. S. Mail Car No. 18.
O. R. Cummings Collection 2009_2_41_021
Courtesy Seashore Trolley Museum Library
Fares
In common with most street railway lines in the country, the Rockland, Thomaston, & Camden charged a 5-cent fare in the beginning. It was increased to 6 cents in 1918 and to 7 cents in 1919.
An overlapping fare zone system was operated, permitting a passenger to ride through one zone and part of the next for a single fare. There were six zones between Camden and Warren. On the line to Rockland Highlands, a single fare was charged, with free transfers being given to or from this route to or from points on the mainline between the old depot on New County Road and Maverick Square.
Fare Zone Map from O. R. Cummings' book, "Transportation
Bulletin No. 6, Part 1. January 1952 "Rockland, Thomaston
& Camden Street Railway"
In 1924, the fare was raised to 10 cents, at which figure it remained until 1931.
Abandonment and Motorization
The Warren line was discontinued on October 23, 1925, and a White 25-passenger bus was placed in operation between Thomaston and Warren under the name of the Northeastern Transportation Company. Later this bus was taken off and a 7-passenger sedan was substituted. All operations on this line ceased on April 10, 1927, and the sedan was sold.
1925 bus at Glen Cove carhouse, October 1925.
Photo by Charles E. Gregory in O. R. Cummings' book,
"Transportation Bulletin No. 6, Part 1. January 1952
"Rockland, Thomaston & Camden Street Railway"
Street railway service to Rockland, Rockport, Camden, and Thomaston continued until April 1, 1931, when the mainline and the Rockland Highlands routes were motorized.
At the same time of motorization, 19.82 miles of the route were in operation. Equipment in service included 8 passenger cars, a mail car, 2 freight cars, and 3 snowplows. Employees included 20 operators, 4 mechanics, 6 track workers, and 4 powerhouse attendants.
Officials of the Railway
The first president of the Rockland, Thomaston, & Camden Street Railway was one of its founders, George E. Macomber, who served in that capacity from 1892 to 1914. He was succeeded in the presidency in the latter year by former Governor, William T. Cobb of Rockland, who remained in office until the Knox County Electric company, the Rockland, Thomaston, & Camden Street Railway's successor, was taken over by Central Maine Power Company in 1920.
General managers of the company included Thomas D. Hawken who served from 1894 to 1914; President Cobb, from 1914 to 1918; and William C. Bird, from 1918 to 1920. At that time, the road came under the direction of H. P. Blodgett, local division manager for the Central Maine Power Company.
Harry C. Weston was the first superintendent and was replaced in 1894 by Thomas D. Hawken. When Mr. Hawken was named as general manager, the superintendent's post was given to Valentine Chisholm who had formerly served as the carbarn electrician. He remained in this office until 1921 when he was succeeded by Charles E. Gregory.
The last superintendent was Lynton O. Lane, Rockport, former freight department manager, who served from 1928 to 1931.
Officials of the Railway
The first president of the Rockland, Thomaston, & Camden Street Railway was one of its founders, George E. Macomber, who served in that capacity from 1892 to 1914. He was succeeded in the presidency in the latter year by former Governor, William T. Cobb of Rockland, who remained in office until the Knox County Electric company, the Rockland, Thomaston, & Camden Street Railway's successor, was taken over by Central Maine Power Company in 1920.
General managers of the company included Thomas D. Hawken who served from 1894 to 1914; President Cobb, from 1914 to 1918; and William C. Bird, from 1918 to 1920. At that time, the road came under the direction of H. P. Blodgett, local division manager for the Central Maine Power Company.
Harry C. Weston was the first superintendent and was replaced in 1894 by Thomas D. Hawken. When Mr. Hawken was named as general manager, the superintendent's post was given to Valentine Chisholm who had formerly served as the carbarn electrician. He remained in this office until 1921 when he was succeeded by Charles E. Gregory.
The last superintendent was Lynton O. Lane, Rockport, former freight department manager, who served from 1928 to 1931.
Main Street in Rockland at the Know Hotel. Note the US
Flag with 42 stars. 43 stars on the U. S. Flags were official
starting on July 4, 1890, followed by 44 on Jul 10, 1890.
Trolley service started in Rockland in April 1892.
O. R. Cummings Collection 2009_2_41_084
Courtesy Seashore Trolley Museum Library
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We continue the restoration work on the 1912, Narcissus, the only surviving high-speed, luxury interurban coach of the Portland-Lewiston Interurban.
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Being more than a century old, the stately, "Elegant Ride," Narcissus, is a gem. This shimmering precious stone of Maine transportation history is brilliantly resplendent as it emanates so many elements of history, including; time, places, people, and events, that it was coupled to, that when just a smattering of its seemingly innumerable stories are shared, the contents captivates, fascinates, then generates, interest to learn more 🙋. The majestic Narcissus is listed in the National Register of Historic Places.
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The restoration of this majestic icon of Maine's electric railway history is but one in a series of captivating stories containing an abundance of incredible coalition of narratives.
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The Narcissus is featured in the national Gold Award-winning novel, Teddy Roosevelt, Millie, and the Elegant Ride. The "Elegant Ride" is the Narcissus. Theodore Roosevelt was a passenger on the Narcissus on August 18, 1914, between Lewiston and Portland, Maine, while campaigning for the Progressive Party candidates.
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Independent book publisher, Phil Morse, holding
the Gold Book Award Winner plaque for
the Middle Reader category for The Eric
Hoffer Book Award. Congratulations to
award-winning Maine author,
Jean M. Flahive
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