Let’s go back to 1800, a time of dirt roads and slow travel between the small settlements of Maine’s inland. William Reed had been appointed the first postmaster of Norway, a post he held for over forty years.

Postage stamps were not yet in use and the cost of sending a letter was determined by the distance it would travel: 6 1⁄4 cents for 30 miles and varying cost up to 25 cents for 400 miles and over. Postage could be paid by the sender or the recipient at the sender’s discretion. The idea of sending mail with postage due carried its own risk that the receiver would be willing and able to make the necessary payment, so much for “junk mail.”

Riders on horseback transported the mail and “mail matters” (newspapers and notices) in pouches and saddlebags. In 1798 the Portland Post Office was the starting point and Fryeburg, a distribution center for central and western Oxford County, the destination. Eventually, Bridgton and Waterford were added as important centers. Newspapers, when received, were eagerly read and passed on for other members of the community to enjoy.

Among the things he carried, the rider had what is described as a “tinhorn” for alerting a tavern, home, or post office that he was arriving with mail and someone should come out to receive it. Handing over the mail this way allowed the rider to remain on the horse, thus saving time dismounting and searching for someone to accept the delivery. There was no timetable to predict arrivals as road and weather could slow things down considerably.

The first mail carrier/post rider for Norway was Revolutionary War Veteran, Jacob Howe. He traveled from Norway and Paris to Waterford, Bridgton, Gorham, and towns along the way, until finally arriving in Portland. He would then retrace the route. This procedure continued and the route was passed to other contractors over the next twelve years.

In 1812 the contractor was listed as Mr. Brown of Waterford. Mr. Brown began using a one-horse wagon to make deliveries and would occasionally carry one or two passengers to Portland or other towns along the way.

According to David Noyes’ History of Norway, James Longley was the next contractor and the route became a direct run from Portland to Norway Village and Paris Hill. Mr. Longley used a two-horse sleigh in winter and in summer a four-wheeled carriage, thus successfully carrying more passengers and expanding the business. In 1824 the fare from Norway to Portland was advertised as $1.80.

Others followed with Grosvenor G. Waterhouse expanding the business using stagecoaches. At times, three or four stages would arrive in Norway bringing as many as sixty passengers. In 1819, a group of investors formed a stage line running from Norway to Bethel and on to Shelbourne and Lancaster, New Hampshire.

The stagecoach remained a popular mode of transportation as the towns grew and people wanted to travel. Merchandise, as well as cash payments, were carried to and from local businesses. Drivers often did personal errands for residents along the route and at times were responsible for large sums of money being transferred.

The railroad reached South Paris in 1850, making the stage line to Portland unnecessary. Being familiar with the traveling public, three popular Waterhouse stage drivers were hired as passenger conductors on the train. The coaches continued to carry passengers, mail, and goods between the train station in Paris and Norway Village until the Norway Branch Rail Road began operating in January of 1880.

The Norway Museum and Historical Society are open from 9 to noon on Saturdays. Past programs and a variety of local information are offered on the Society’s website: www.norwayhistoricalsociety.org.

Copy the Story Link

Comments are not available on this story.