History
Built as the Portland & Ogdensburg Railroad before acquisition by the Maine Central Railroad, the line initially provided transportation for summer visitors to grand Victorian hotels, including the Bay of Naples Inn in Naples (reached by connection with Sebago Lake steamboats), the Crawford House in Crawford Notch, and the Mount Washington Hotel in Bretton Woods. Cool, clean air at Sebago Lake and the White Mountains provided a refreshing escape from the heat, humidity, smoke and smells of 19th-century cities. Autumn foliage and winter skiing extended the tourist season. The Flying Yankee train-set operated as the Mountaineer from Boston to Crawford Notch via Intervale Junction during World War II, but passenger service had been reduced to a single daily round-trip between Portland and St. Johnsbury by the 1930s. The train between Portland and St. Johnsbury usually consisted of a RPO-express car, a baggage car and a single coach after the 1920s; and substitution of a stainless steel combination for the coach and baggage car reduced the train to two cars for the last several years before the end of passenger service in 1958.
This line was the shortest route from Portland to points west of Chicago. It saw relatively heavy through freight traffic from termination of the joint operating agreement with the Boston & Maine Railroad in 1953, until abandonment in 1983 when Guilford Transportation Industries ownership again favored Boston & Maine routing. The westbound grade was 2.2% for 18.5 miles from Bemis (Notchland) to the summit at Crawford Notch. Maine Central operated 2-6-6-2 Mallet locomotives #1201-1204 on the Mountain Division from 1911 through the 1920s. The Mallets had been built for the Boston & Maine Railroad Hoosac Tunnel in 1910; and were sold to Maine Central when Hoosac Tunnel was electrified the following year. The Mallets were built to burn oil, but were converted to burn coal after local fire departments had difficulty extinguishing oil fires. Two large firemen were required to hand fire the coal-burning Mallets westbound. One Mallet was stationed in Portland, another at Lancaster on the Beecher Falls Branch, and a third at the Bartlett helper wye, while the fourth Mallet was undergoing maintenance.
USRA Light Mikados (Maine Central class S) handled freight trains on the Mountain Division after the last Mallet was retired in 1931; and class O 4-6-0s handled local trains and (often in tandem) provided helper service. EMD F3s and GP7s replaced steam locomotives in 1953. Four or five diesel locomotives were typical head-end power for diesel-era freight trains; and a pair of EMD SW7s or non-dynamic-braked GP7s often provided helper service westbound. First generation diesels were replaced by similar numbers of EMD GP38s, ten GE U18Bs and two ALCO RS-11s. Helpers were less common with these second generation diesels.
Read more about this topic: Mountain Division
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