Maine Central Railroad
class 1 railroad[2] in central and southern Maine. It was chartered in 1856 and began operations in 1862. By 1884, Maine Central was the longest railroad in New England. Maine Central had expanded to 1,358 miles (2,185 km) when the United States Railroad Administration assumed control in 1917. The main line extended from South Portland, Maine, east to the Canada–United States border with New Brunswick, and a Mountain Division extended west from Portland to St. Johnsbury, Vermont, and north into Quebec. The main line was double track from South Portland to Royal Junction, where it split into a "lower road" through Brunswick and Augusta and a "back road" through Lewiston, which converged at Waterville into single track to Bangor and points east. Branch lines served the industrial center of Rumford, a resort hotel on Moosehead Lake and coastal communities from Bath to Eastport.[3]
At the end of 1970, it operated 921 miles (1,482 km) of road on 1,183 miles (1,904 km) of track; that year, it reported 950 million ton-miles of revenue freight. The Maine Central remained independent until 1981,[4] when it was purchased by Guilford Transportation Industries and became part of what is now CSX Corporation.[citation needed] HistoryCharter and creationThe Maine Central was created in 1862 through the merger of the Portland gauge ".
ExpansionMaine Central purchased the Portland and Kennebec Railroad, which ran from Portland to Augusta and was built to standard track gauge, since it connected with the conversion to standard gauge to facilitate interchange of cars.[5]
The MEC established rail service to the Belfast and Moosehead Lake Railroad (B&ML). The B&ML's grade ran the length of Waldo County from the port town of Belfast inland to Burnham Junction, where its single track connected with the MEC's Portland to Bangor mainline. Maine Central operated the road as its "Belfast Branch" for the next 55 years, but on June 30, 1925, MEC President Morris McDonald — after repeated public denials[6] — gave the B&ML (and the city of Belfast as its majority owner) the required six months notice that it would not renew its by then year-to-year lease when it expired on December 31, 1925.[7] The reason eventually given was a net loss to the MEC on the Belfast Branch operations of $113,230 for the year 1924.[6] The B&ML took over operation of its road on January 1, 1926. It continued to exchange passengers and mail with the MEC at their jointly owned station at Burnham Junction until 1960 and freight interchange traffic until 2002.   In 1882, Maine Central leased the St. Croix River at the international boundary. The lieutenant was arrested by Washington County sheriff Still Woodman, who later became chairman of Maine's Highway Department.[3]
In 1888, the Maine Central leased the narrow gauge branch lines.
 The Maine Central was at its height by 1917 when it became nationalized during World War I under the United States Railroad Administration, having trackage which extended over 1,358 miles (2,185 km). It ran from Vanceboro, Calais and Eastport in the east, to Portland in the south, St. Johnsbury, Vermont in the west, and to Lime Ridge, Quebec in the north. It also operated resorts and coastal steamships and ferries.
The main repair facilities for locomotives and cars were located in Waterville, Maine. The first primitive shops were built in the 1850s, but by the 1880s it was apparent that these could no longer handle modern equipment. The city of Portland, Maine vied with Waterville to become the new shop site, but the railroad decided to remain in Waterville and constructed new, modern shops north of the old ones along the Kennebec River. By 1915 about 2,000 people were employed at the roundhouse, shops, and yards.[8] Chronology
Retraction  Following World War I, Maine Central began retracting. It sold or abandoned lines such as the narrow gauge and logging branches, as well as its hotels, ferries and steamships. Faced with increased competition from cars, trucks and buses, Maine Central operated its last passenger train on September 5, 1960, and continued to reduce its freight business to reflect changing traffic. GuilfordIn 1980, the railroad was purchased by Boston. By the mid-1980s, Guilford began to rationalize its system and fully one-third of Maine Central's trackage was eliminated, including the "Mountain Division" from Portland to St. Johnsbury, Vermont; the "Rockland Branch" from Brunswick to Rockland; the "Calais Branch" from Bangor to Calais; and the "Lower Road" from Augusta to Brunswick . Guilford also forced many management and salary changes, resulting in a major strike against the company in 1986. Guilford Transportation also moved the Maine Central's headquarters from Portland to North Billerica, Massachusetts, in the mid-1980s.
  One of the instigating factors which led to the labor strife at Guilford relates to a corporate reorganization at one of the company's former Maine Central properties. After the Calais Branch was abandoned, a small portion of trackage between Calais and pulp mill. It was joined to the rest of the North American rail network through a connection with the Canadian Pacific Railway at St. Stephen, New Brunswick, and operated through New Brunswick territory for several miles between Calais and Woodland. In order to avoid union agreements that the rest of the rail system was forced to follow, Guilford leased this operation to an obscure B&M subsidiary known as Springfield Terminal Railway , because shortlines operate under different federal rules. Eventually, the corporate reorganization under Springfield Terminal would extend to the full extent of Guilford operations, and attempting to run a class 1 under short line rules would lead to years of union troubles.
The former Maine Central locomotive shops in Waterville continue as Guilford's main repair shops. In the early 1990s, Guilford ended its practice of putting the full "Maine Central" name on the long hoods of MEC locomotives. Instead, the locomotives would wear the "Guilford Rail System" moniker, with small "MEC" reporting marks underneath the cab windows. On November 1, 2003, the Morristown and Erie Railway (M&E) took over the former Maine Central "Lower Road" (main line) and Rockland Branch routes (aided by significant public funding from the state Department of Transportation). M&E is operating these state-owned lines as the Maine Eastern Railroad. Prior to M&E, the Rockland Branch had been operated by Safe Handling, and before that, the Maine Coast Railroad. Several railroad preservation and promotion groups are seeking to have the state-owned Calais Branch and Mountain Division routes reactivated for use by short line or tourist rail operations. Pan Am Railways and CSX In March 2006, Guilford Transportation Industries changed its name to Pan American World Airways brand in 1998. PAR began repainting locomotives in the sky-blue Pan Am colors shortly thereafter. Pan Am was acquired by CSX Corporation in 2022.[9]
Passenger operations The MEC passenger trains, often advertised as "M.C. R.R." in the early 20th century, were essential to the Maine North Woods. From Portland's Union Station, the MEC had unnamed trains to Bangor via Lewiston, to Bangor via Augusta, to Rockland, to Calais via Ellsworth, to Farmington and to Montreal via North Conway.[10]
Among the named trains operated by the MEC prior to ending passenger service in 1960 were the Bar Harbor Express, Down Easter, Flying Yankee, Gull, Katahdin, Kennebec, Mountaineer, Penobscot, Pine Tree, and Skipper.[11] The Down Easter name is in use by Amtrak (now spelled Downeaster), which began passenger service between Boston and Brunswick, Maine, in 2001.[12] Current operations
Abandoned
Preserved TrackageThe State of New Hampshire .
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