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| Item | Title | Type | Subject | Creator | Publisher | Date | Place | Address | Description | |
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| 14550 | Richardson Family Flintlock Musket |
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| The gun was possibly used in the Battle of Norwood Cove. | 
Description: The gun was possibly used in the Battle of Norwood Cove. | |||||
| 14415 | Naval Coaling Station, Lamoine, Maine |
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| 14265 | Stanley Dry Plate Company |
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| 13883 | Sawin's Cambridge Express |
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| Moses Morse Sawin bought Buck's Express on August 14, 1860, "He conducted this business several years under its old name, then changed it to Sawin’s Express, which became one of the best known and most flourishing of the suburban express lines about Boston. His business was in transporting baggage and merchandise between Boston and Cambridge. He continued business until 1905, when he sold out to the Boston & Suburban Express Company, and retired from active business." - A History of Cambridge, Massachusetts (1630-1913) by Samuel Atkins Eliot, A.M., D.D. Together With Biographies of Cambridge People – The Cambridge Tribune, p. 243-4 – 1913 Sawin's Express was such a fixture of life at Harvard, transporting students' luggage to and from school, that it appeared often in jokes, skits and in Harvard alumnae publications. | 
Description: Moses Morse Sawin bought Buck's Express on August 14, 1860, "He conducted this business several years under its old name, then changed it to Sawin’s Express, which became one of the best known and most flourishing of the suburban express lines about Boston. His business was in transporting baggage and merchandise between Boston and Cambridge. He continued business until 1905, when he sold out to the Boston & Suburban Express Company, and retired from active business." - A History of Cambridge, Massachusetts (1630-1913) by Samuel Atkins Eliot, A.M., D.D. Together With Biographies of Cambridge People – The Cambridge Tribune, p. 243-4 – 1913 Sawin's Express was such a fixture of life at Harvard, transporting students' luggage to and from school, that it appeared often in jokes, skits and in Harvard alumnae publications. [show more] | |||||
| 13696 | Primary School building Fire Station Town offices building |
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| Built in 1917 at 329 Main Street by R.M. Norwood Moved across the street to 26 Village Green Way in 1938 Renovated from school building to house fire trucks. Renovated again to house the town offices | 
Description: Built in 1917 at 329 Main Street by R.M. Norwood Moved across the street to 26 Village Green Way in 1938 Renovated from school building to house fire trucks. Renovated again to house the town offices | |||
| 13697 | Southwest Harbor Schoolhouse Building Harmon Block |
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| Built in 1862 at 329 Main Street at the Southwest Harbor Schoolhouse Moved in 1906 to 339 Main Street, purchased by George Harmon and converted in to commercial space and apartments. "In 1906 the new town voted to build a new schoolhouse at the village and raised the sum of $4500 to do so. This sum included the purchase of additional land. The old building stood close to the main road and had but little land surrounding it, and the new one was to be set farther back with a playground in front of it. The old building was sold to George Harmon and moved to the lot south of the school lot where it is now used for stores and apartments. [Now the Harmon Block at 339 Main Street, Map 6 - Lot 93, MHPC #405-0081] | Southwest Harbor Schoolhouse Building Harmon Block
Description: Built in 1862 at 329 Main Street at the Southwest Harbor Schoolhouse Moved in 1906 to 339 Main Street, purchased by George Harmon and converted in to commercial space and apartments. "In 1906 the new town voted to build a new schoolhouse at the village and raised the sum of $4500 to do so. This sum included the purchase of additional land. The old building stood close to the main road and had but little land surrounding it, and the new one was to be set farther back with a playground in front of it. The old building was sold to George Harmon and moved to the lot south of the school lot where it is now used for stores and apartments. [Now the Harmon Block at 339 Main Street, Map 6 - Lot 93, MHPC #405-0081] [show more] | |||
| 13625 | Ellsworth City Hall |
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| 13442 | Hartford Marine Gas Engines |
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| The Gray and Prior Machine Company in Hartford, Connecticut made “Hartford” marine engines. The company was organized in 1898 and incorporated in 1900 to make marine engines. It was the combined vision of Robert Watkinson Gray (1876-1945) and George A. Prior (1871-1938). George Prior had learned the machine trade at Pratt & Whitney in East Hartford, had worked for the Electric Vehicle Company and had been granted a patent for a universal joint. Robert Gray had worked for the Hartford Rubber Works and contributed $5,000 in capital. George Prior was an inventive genius and contributed much to the initial success of the company. He designed and built his own motorcycle in 1900, and completed his first automobile in 1904, both using the Gray and Prior 2-cylinder marine engine that he designed. He applied his vast experience in the machine shop to his inventions and designs, which have been the foundation of the success of the Gray and Prior Machine Company for almost a century. Gray and Prior originally made marine engines in addition to their growing line of universal joints and couplings. Their Hartford Marine engines were of very high quality and commanded respect in the market. They built two-stroke inboard engines and medium heavy-duty type long stroke four-cycle marine motors. Many of the ideas involved in their design were improvements over existing marine engines of the day. Gray and Prior continued to manufacture the engines for more than 25 years, until they sold the tooling and the designs for the Hartford Sturdy Twin to the Indian Motorcycle Company in Springfield, Massachusetts for $15,000. - Information adapted from “Our Company’s History,” The Gray and Prior Machine Company web site, Accessed online 04/13/2012; http://www.grayandprior.com/history.htm | 
Description: The Gray and Prior Machine Company in Hartford, Connecticut made “Hartford” marine engines. The company was organized in 1898 and incorporated in 1900 to make marine engines. It was the combined vision of Robert Watkinson Gray (1876-1945) and George A. Prior (1871-1938). George Prior had learned the machine trade at Pratt & Whitney in East Hartford, had worked for the Electric Vehicle Company and had been granted a patent for a universal joint. Robert Gray had worked for the Hartford Rubber Works and contributed $5,000 in capital. George Prior was an inventive genius and contributed much to the initial success of the company. He designed and built his own motorcycle in 1900, and completed his first automobile in 1904, both using the Gray and Prior 2-cylinder marine engine that he designed. He applied his vast experience in the machine shop to his inventions and designs, which have been the foundation of the success of the Gray and Prior Machine Company for almost a century. Gray and Prior originally made marine engines in addition to their growing line of universal joints and couplings. Their Hartford Marine engines were of very high quality and commanded respect in the market. They built two-stroke inboard engines and medium heavy-duty type long stroke four-cycle marine motors. Many of the ideas involved in their design were improvements over existing marine engines of the day. Gray and Prior continued to manufacture the engines for more than 25 years, until they sold the tooling and the designs for the Hartford Sturdy Twin to the Indian Motorcycle Company in Springfield, Massachusetts for $15,000. - Information adapted from “Our Company’s History,” The Gray and Prior Machine Company web site, Accessed online 04/13/2012; http://www.grayandprior.com/history.htm [show more] | |||||
| 13377 | Revenue Ensign - Flag of the United States Customs Service |
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| The Custom's service flag was designed by Secretary of the Treasury Oliver Wolcott, Alexander Hamilton’s successor, who used 16 alternating red and white vertical stripes, one stripe for each State that had joined the Union by 1799, with a bald eagle in the canton holding 3 arrows in his sinister claw and an olive branch in his dexter claw. On the left and right sides of the eagle are 4 stars each in an arc pattern, and above the eagle 5 stars. On the eagle is a crest representing the United States. Wolcott submitted his flag design to President John Adams in 1799 and the final version was approved on August 1st, 1799. Nathaniel Hawthorne, who served as customs surveyor at the port of Salem, Massachusetts, from 1846 to 1849, suggested the "stripes turned vertically, not horizontally, indicated a civil, not military, post of Uncle Sam’s government." Although originally intended as a marine ensign to be flown from revenue cutters and customs vessels, the collectors soon were flying it over their customhouses. That tradition was codified a half-century later, when in 1874, Treasury Secretary William A. Richardson, required that during business hours, the customs ensign was to be hoisted by the side of the Stars and Stripes over all customhouses. From Wikipedia: The flag of the Customs Service was designed in 1799 by Secretary of the Treasury Oliver Wolcott, Jr. and consists of 16 vertical red and white stripes with a coat of arms depicted in blue on the white canton. The original design had the Customs Service seal that was an eagle with three arrows in his left talon, an olive branch in his right and surrounded by an arc of 13 stars. In 1951, this was changed to the eagle depicted on the Great Seal of the United States. Its actual name is the Revenue Ensign, as it was flown by ships of the Revenue Cutter Service, later the Coast Guard, and at customs houses. | 
Description: The Custom's service flag was designed by Secretary of the Treasury Oliver Wolcott, Alexander Hamilton’s successor, who used 16 alternating red and white vertical stripes, one stripe for each State that had joined the Union by 1799, with a bald eagle in the canton holding 3 arrows in his sinister claw and an olive branch in his dexter claw. On the left and right sides of the eagle are 4 stars each in an arc pattern, and above the eagle 5 stars. On the eagle is a crest representing the United States. Wolcott submitted his flag design to President John Adams in 1799 and the final version was approved on August 1st, 1799. Nathaniel Hawthorne, who served as customs surveyor at the port of Salem, Massachusetts, from 1846 to 1849, suggested the "stripes turned vertically, not horizontally, indicated a civil, not military, post of Uncle Sam’s government." Although originally intended as a marine ensign to be flown from revenue cutters and customs vessels, the collectors soon were flying it over their customhouses. That tradition was codified a half-century later, when in 1874, Treasury Secretary William A. Richardson, required that during business hours, the customs ensign was to be hoisted by the side of the Stars and Stripes over all customhouses. From Wikipedia: The flag of the Customs Service was designed in 1799 by Secretary of the Treasury Oliver Wolcott, Jr. and consists of 16 vertical red and white stripes with a coat of arms depicted in blue on the white canton. The original design had the Customs Service seal that was an eagle with three arrows in his left talon, an olive branch in his right and surrounded by an arc of 13 stars. In 1951, this was changed to the eagle depicted on the Great Seal of the United States. Its actual name is the Revenue Ensign, as it was flown by ships of the Revenue Cutter Service, later the Coast Guard, and at customs houses. [show more] | |||||
| 13368 | Clay Pits Pumping Station |
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| 13332 | The Boiler, Great Cranberry Island |
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| The huge 11 ton boulder the local fishermen called “The Boiler” had been lodged in the mud just off Fish Point at the entrance to the Pool or harbor on Great Cranberry Island. The Pool, a good sheltered harbor for schooners, is shallow with a 2-foot draft at low tide, rising to an 8 to 10 foot draft when the tide is in. Vessels kept in the Pool were deep draft vessels and only came in and went out at high tide. There was an area called the "Deep Hole" in the Pool where six or more vessels could anchor. “The Boiler,” about 6 feet wide and 4 feet above the bottom, was not visible when the tide was in and, therefore, a hazard to navigation in the narrow channel. It was called "The Boiler" because the water "boiled" around it when the tide came and went. Samuel Newman Bulger (1835-1919) caught his boat on it one time. Enoch Boynton Stanley (1820-1903), “Uncle Jimmy’s” father, told Sam to turn his vessel around and it would come off the rock. The tide came in, the boat spun around and floated off the rock. Ralph Warren Stanley remembers his great uncle, Lewis Gilley Stanley (1869-1957), William Doane “Uncle Jimmy” Stanley’s brother, telling him about the enormous effort it took to move “The Boiler.” “First the group of men went out on several low drain tides to dig around the rock to break the suction. When they finally got enough dug away, they put an iron eye bolt into the rock, put a big log across two dories and tied a line to the rock. When the tide came in it sank both dories. They worked for months on the project. Next time they tried to move ‘the boiler’ they used four dories and just barely floated the rock. The dories were down to the gunnels. With a line on the dories, eight or nine men stood on the shore where they wanted it and hauled it hand over hand about 80 yards toward them, but before the rock reached its destination, the eyebolt [which had been welted into the top of the rock] came out and the dories popped out of the water. They just left the rock there where it sank on the north side of the Stanley wharf (E.B. Stanley & Sons - the Stanley wharf - on the map - now gone). ‘The Boiler’ is still there. “William D. Stanley and others have at last accomplished their long cherished wish to remove the rock designated as “the Boiler” from the channel near the Fish Point. After much hard labor, they succeeded, by the help of 4 dories in raising, floating and dragging it across to the flats, owned by the late Capt. John Stanley, when it struck a rock and in hauling on it caused the welted iron bolts to pull out, and “the Boiler” was anchored somewhat sooner than had been bargained for, but as it is now safely landed it will probably be allowed to remain where it is. It is very doubtful if any further attempt will be made to change its position, and as it is estimated to weigh 11 tons, it will be the cause of much comment for years to come. Wm. D. Stanley is very elated the he with a few others, should have accomplished the feat of removing the rock, which during the last 140 years has been in the way, and a menace to all boats coming in and going out from all parts of the creek, and they are to be congratulated for having removed the dangerous obstruction.” The Bar Harbor Record, February 23, 1900 - Cranberry Island. | 
Description: The huge 11 ton boulder the local fishermen called “The Boiler” had been lodged in the mud just off Fish Point at the entrance to the Pool or harbor on Great Cranberry Island. The Pool, a good sheltered harbor for schooners, is shallow with a 2-foot draft at low tide, rising to an 8 to 10 foot draft when the tide is in. Vessels kept in the Pool were deep draft vessels and only came in and went out at high tide. There was an area called the "Deep Hole" in the Pool where six or more vessels could anchor. “The Boiler,” about 6 feet wide and 4 feet above the bottom, was not visible when the tide was in and, therefore, a hazard to navigation in the narrow channel. It was called "The Boiler" because the water "boiled" around it when the tide came and went. Samuel Newman Bulger (1835-1919) caught his boat on it one time. Enoch Boynton Stanley (1820-1903), “Uncle Jimmy’s” father, told Sam to turn his vessel around and it would come off the rock. The tide came in, the boat spun around and floated off the rock. Ralph Warren Stanley remembers his great uncle, Lewis Gilley Stanley (1869-1957), William Doane “Uncle Jimmy” Stanley’s brother, telling him about the enormous effort it took to move “The Boiler.” “First the group of men went out on several low drain tides to dig around the rock to break the suction. When they finally got enough dug away, they put an iron eye bolt into the rock, put a big log across two dories and tied a line to the rock. When the tide came in it sank both dories. They worked for months on the project. Next time they tried to move ‘the boiler’ they used four dories and just barely floated the rock. The dories were down to the gunnels. With a line on the dories, eight or nine men stood on the shore where they wanted it and hauled it hand over hand about 80 yards toward them, but before the rock reached its destination, the eyebolt [which had been welted into the top of the rock] came out and the dories popped out of the water. They just left the rock there where it sank on the north side of the Stanley wharf (E.B. Stanley & Sons - the Stanley wharf - on the map - now gone). ‘The Boiler’ is still there. “William D. Stanley and others have at last accomplished their long cherished wish to remove the rock designated as “the Boiler” from the channel near the Fish Point. After much hard labor, they succeeded, by the help of 4 dories in raising, floating and dragging it across to the flats, owned by the late Capt. John Stanley, when it struck a rock and in hauling on it caused the welted iron bolts to pull out, and “the Boiler” was anchored somewhat sooner than had been bargained for, but as it is now safely landed it will probably be allowed to remain where it is. It is very doubtful if any further attempt will be made to change its position, and as it is estimated to weigh 11 tons, it will be the cause of much comment for years to come. Wm. D. Stanley is very elated the he with a few others, should have accomplished the feat of removing the rock, which during the last 140 years has been in the way, and a menace to all boats coming in and going out from all parts of the creek, and they are to be congratulated for having removed the dangerous obstruction.” The Bar Harbor Record, February 23, 1900 - Cranberry Island. [show more] | ||||
| 13263 | Old Center Meeting House |
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| 13276 | Henry C. Rand & Co. |
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| 13197 | American Legion and Auxiliary, Eugene M. Norwood Post 69 |
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| The Naval Radio Station was established at Seawall in September, 1942. It was disestablished in 1951. Between 1951 and 1953 the government transferred the building to the American Legion and Auxiliary, Eugene M. Norwood Post 69, Southwest Harbor. The building was then moved to 22 Village Green Way, Map 6 – Lot 40, Southwest Harbor. The building has been enlarge twice since it was moved to its present location. | 
Description: The Naval Radio Station was established at Seawall in September, 1942. It was disestablished in 1951. Between 1951 and 1953 the government transferred the building to the American Legion and Auxiliary, Eugene M. Norwood Post 69, Southwest Harbor. The building was then moved to 22 Village Green Way, Map 6 – Lot 40, Southwest Harbor. The building has been enlarge twice since it was moved to its present location. | |||
| 13131 | Peaked Hill Bar Life Saving Station |
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| The Peaked Hill Bar station was one of the original nine stations which were erected on Cape Cod in 1872. The first keeper, David H. Atkins, was appointed in 1872 at the age of 34, with 22 years experience as a surfman. Located on the outer shore of Cape Cod near Provincetown the station provided sent out many crews to perform dramatic rescues of ships that foundered on the Peaked Hill Bar. Among the crews they saved was the three masted schooner, "Carrie M. Richardson." The final 's' was added to the station's name in 1886. Until that time it was known as Peaked Hill Bar. In 1888 the station received extensive repairs and improvements. By 1914 a new station was built to replace this original station when the government thought it was in imminent danger of falling into the Atlantic Ocean. The new station was built about a quarter of a mile southeast of the first station. The United States Life Saving Service and the Revenue Cutter Service merged and became the Coast Guard in 1915, just as the second station was established. Eugene O'Neill (1888-1953) and his second wife, Agnes Boulton, moved into the abandoned life Saving Station at Peaked Hill Bars in May, 1919. Eugene's father, James O'Neill, bought the building for them as a wedding present. O'Neill is said to have written the "S.S. Glencairn," "The Hairy Ape," and the preliminary draft of "Anna Christie" at Peaked Hill Bar. The building slid from the sand dune into the sea on January 10, 1931. | 
Description: The Peaked Hill Bar station was one of the original nine stations which were erected on Cape Cod in 1872. The first keeper, David H. Atkins, was appointed in 1872 at the age of 34, with 22 years experience as a surfman. Located on the outer shore of Cape Cod near Provincetown the station provided sent out many crews to perform dramatic rescues of ships that foundered on the Peaked Hill Bar. Among the crews they saved was the three masted schooner, "Carrie M. Richardson." The final 's' was added to the station's name in 1886. Until that time it was known as Peaked Hill Bar. In 1888 the station received extensive repairs and improvements. By 1914 a new station was built to replace this original station when the government thought it was in imminent danger of falling into the Atlantic Ocean. The new station was built about a quarter of a mile southeast of the first station. The United States Life Saving Service and the Revenue Cutter Service merged and became the Coast Guard in 1915, just as the second station was established. Eugene O'Neill (1888-1953) and his second wife, Agnes Boulton, moved into the abandoned life Saving Station at Peaked Hill Bars in May, 1919. Eugene's father, James O'Neill, bought the building for them as a wedding present. O'Neill is said to have written the "S.S. Glencairn," "The Hairy Ape," and the preliminary draft of "Anna Christie" at Peaked Hill Bar. The building slid from the sand dune into the sea on January 10, 1931. [show more] | ||||
| 13053 | Hancock County Jail and Court House |
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| 13051 | The Ocean House, Eden |
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| 13020 | Bar Harbor Casino |
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| 12982 | H.R. Beal & Sons |
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| 12973 | Village Improvement Association Hall (V.I.A. Hall) Community Hall |
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| 12974 | US Naval Radio Station at Seawall |
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| The station was located on what later became the Seawall Camp Ground. "John Dolliver had a house farther to the west [from Enoch Newman’s place at Seawall] which he sold to United States Government and it was burned a few years ago. The radio station and house were built during the World War and the station was dismantled some years after the war was over. The radio house as it is still called, is owned by United States and in the care of Park authorities." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 205. | 
Description: The station was located on what later became the Seawall Camp Ground. "John Dolliver had a house farther to the west [from Enoch Newman’s place at Seawall] which he sold to United States Government and it was burned a few years ago. The radio station and house were built during the World War and the station was dismantled some years after the war was over. The radio house as it is still called, is owned by United States and in the care of Park authorities." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 205. [show more] | ||||
| 12949 | Lawton Block |
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| 12913 | United States Coast Guard Base in Southwest Harbor |
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| 12905 | Otter Cliff Radio Station |
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| 12815 | Magic Lanterns |
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| Magic lanterns, also known as optical lanterns, provided one of the most popular forms of entertainment during their heyday in the 18th and 19th centuries, establishing many of the first 2-D special effects. Using an artificial light source and a combination of lenses, these devices enlarged small transparency images or miniature models and projected them onto a wall or screen. This document provides a brief history of magic lanterns, an example of the slide "Maine Coast at Bar Harbor" describing its creations, and an excerpt from a report written for the Regents of the University of the State of New York on the use of such slides. See http://www.collectorsweekly.com/photographs/magic-lantern to read more about Magic Lantern slides. | 
Description: Magic lanterns, also known as optical lanterns, provided one of the most popular forms of entertainment during their heyday in the 18th and 19th centuries, establishing many of the first 2-D special effects. Using an artificial light source and a combination of lenses, these devices enlarged small transparency images or miniature models and projected them onto a wall or screen. This document provides a brief history of magic lanterns, an example of the slide "Maine Coast at Bar Harbor" describing its creations, and an excerpt from a report written for the Regents of the University of the State of New York on the use of such slides. See http://www.collectorsweekly.com/photographs/magic-lantern to read more about Magic Lantern slides. [show more] |
