A TALE OF TWO CITIES

Portland, Oregon., Union Station.

Examining Transportation History in Portland Maine and Portland Oregon

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Population Timeline

BOOM YEARSFueled in part by the “lewis and

clark exposition” in 1905, Portland Oregon tripled its

population from 90,000 people in 1900 to 300,000 in 1930!

1900-1945Growth in Portland, Maine was more modest than that of

its west coast sibling but was no less impressive for a new england city of that era. known as “canada’s winter port”

portland bustled with Irish, italian, afro-american and jewish dialects as laborers loaded timber, grain and

textiles off of the grand trunk railroad from canada onto cargo ships.

Union Station Portland Maine- Opened 1888

Union Station Portland Oregon- Opened 1896

Grand Trunk Station Portland Maine- Opened 1905

Passenger Stations

Northern Pacific, Union Pacific, Great Northern and Southern Pacific all served Portland, Oregon with passenger and freight service.In its heyday, a total of 92 trains called on Portland daily. There were fifty-two steam trains and thirty-eight electric trains coming or going every 11 minutes from 6:30 am to 11:30 pm. Service has dwindled to a handful of trains.

Railroads around Union Station

Passenger Service in Portland Maine

From Wikipedia-http://en.wikipedia.org/wiki/Railroad_history_of_Portland,_Maine

During the heyday of passenger rail in the 1920s, a variety of companies provided passenger rail services to Portland.

■ Portland had two terminals: Union Station and the Grand Trunk’s India Street Terminal. All passenger trains, except the two daily Grand Trunk trains to Montreal, operated in and out of Union Station, where switching services were provided by Portland Terminal Company.

■ In the westbound direction, Portland had four “banks” of transfers: one in the early morning, one centered around noon, one at 5 pm, and one late at night. Union Station was relatively quiet in between those times.

■ Schedules were generally designed to have trains leave Portland in the morning and arrive in the evening. The only notable exceptions were overnight services (MEC #8), the B&M evening connecting services to Boston (B&M #176, 250), and one single commuter-like train in the westbound direction (MEC #138/#44).

■ In some cases, traveling to Lewiston required a change of train at Brunswick.■ The afternoon commuter-like trains in the eastbound direction resulted from

heavy eastbound connecting traffic from the Boston & Maine. The fact that these trains fell within the commuter timeslot appears accidental.

■ There is evidence in the schedule that the Grand Trunk deliberately discouraged commuter travel. GT #83 does not allow terminations in Lewiston, even though it is likely that the equipment moving from Lewiston to Lewiston Junction to meet #83 would have needed to run back empty to Lewiston after its tour of duty.

From Wikipedia-http://en.wikipedia.org/wiki/Railroad_history_of_Portland,_Maine

During the heyday of passenger rail in the 1920s, a variety of companies provided

passenger rail services to Portland.

■ Portland had two terminals: Union Station and the Grand Trunk’s India Street

Terminal. All passenger trains, except the two daily Grand Trunk trains to

Montreal, operated in and out of Union Station, where switching services

were provided by Portland Terminal Company.

■ In the westbound direction, Portland had four “banks” of transfers: one in the

early morning, one centered around noon, one at 5 pm, and one late at night.

Union Station was relatively quiet in between those times.

■ Schedules were generally designed to have trains leave Portland in the

morning and arrive in the evening. The only notable exceptions were

overnight services (MEC #8), the B&M evening connecting services to Boston

(B&M #176, 250), and one single commuter-like train in the westbound

direction (MEC #138/#44).

■ In some cases, traveling to Lewiston required a change of train at Brunswick.

■ The afternoon commuter-like trains in the eastbound direction resulted from

heavy eastbound connecting traffic from the Boston & Maine. The fact that

these trains fell within the commuter timeslot appears accidental.

■ There is evidence in the schedule that the Grand Trunk deliberately

discouraged commuter travel. GT #83 does not allow terminations in

Lewiston, even though it is likely that the equipment moving from Lewiston

to Lewiston Junction to meet #83 would have needed to run back empty to

Lewiston after its tour of duty.

Passenger Service in Portland Maine

Images of Union Station, Portland Maine

In 1935 the Boston and Maine railroad’s Flying Yankee made

the run between Portland and Boston in 51 minutes! Driving the same distance by highway today still takes

roughly two hours without traffic.

Union Station Location: Maine Central RR

Boston and Maine RR

Grand Trunk Terminal, Yard and Docks

Railroad Map of the East End. Grand Trunk Railroad is shown in Yellow

Grand Trunk Depot

Images of the former Grand Trunk Depot

The Grand Trunk Railway Connected

Montreal to Portland. Portland was the

closest ice-free port when the St.Lawrence

river froze in the winter. The Grand Trunk

waterfront included grain elevators, multiple

piers and a beautiful “Richardson

Romanesque” depot built in 1905.

Grand Trunk Schedule

Sleeper Service between Montreal and Portland ME

PORTLAND OREGONTransit Timeline

PORTLAND MAINETransit Timeline

Text

Portland Oregon Timeline Portland Maine TImeline

From Wikipedia:http://en.wikipedia.org/wiki/Interurban

Interurbans were often extensions of existing streetcar lines running between urban areas or from urban to rural areas. The lines were mainly electrified in an era when steam railroads had not yet adopted electricity to any large degree. By 1910, there was a very large network of small interurban lines in the U.S., particularly in Indiana and Ohio. Many were financially weak from the beginning. An electric interurban railroad was expensive to build, and there were always construction surprises, such as an unplanned bridge, or a town that demanded streets for the interurban to construct, and franchise fees. In operation, interurbans were labor-intensive and physical plant expensive, and frequently passenger revenues were not as originally projected. Many did not survive the 1920s, following the country's growing adoption of the automobile and the onset of the Great Depression in 1930.

Interurbans such as the Oregon Electric Railway and the Portland-Lewiston Interurban connected places as far as Eugene Oregon or Bath Maine with city centers like Pioneer Plaza or Monument Square.

The Interurban Era

Map of Interurbans in Southern Maine

Images of the Oregon Electric Railway

TROLLEYS and INTERURBANS

CLOCKWISE FROM LEFT- Pond Cove Line (ME) Interurbans and Locals on Congress St., oregon electric train, Independence oregon electric station

Streetcar Lines in Oregon (Left) and Maine (Right)

Portland Maine Area Streetcar and Interurban Lines in 1916

The Portland-Lewiston Interurban ran every hour 24 hours a day, 7 days a week with every other

hour an express.

Clockwise from Left, Oregon Advertisement, Congress St.(ME), Portland Lewiston Interurban, Monument Square (ME)

PHOTOs Top to Bottom- 1. Portland-Lewiston Interurban on Temple St,

2. Congress St 1920s, 3. Streetcar Turning onto Preble St from Monument Square

1945-1990URBAN RENEWAL,

SUBURBANIZATION,

AND THE RISE OF THE AUTOMOBILE

The World of

Tomorrow

The Post-War Period witessed a massive PR

campaign to present the automobile as the key to

a better future. Rail transit and inner cities

were compared to disease, while

automobiles promised access to “light, air and

open spaces”.

General Motors’ “Futurama”

exhibit at 1939 World’s Fair

In the 1920s automaker General Motors (GM) began a covert campaign to undermine the popular rail-based public transit systems that were ubiquitous in and around the country’s bustling urban areas. At the time, only one in 10 Americans owned cars and most people traveled by trolley and streetcar.

Within three decades, GM, with help from Standard Oil, Firestone Tire, Mack Truck and Phillips Petroleum, succeeded in decimating the nation’s trolley systems, while seeing to the creation of the federal highway system and the ensuing dominance of the automobile as America’s preferred mode of transport.GM began by funding a company called National City Lines (NCL), which by 1946 controlled streetcar operations in 80 American cities.“Despite public opinion polls that showed 88 percent of the public favoring expansion of the rail lines after World War II, NCL systematically closed its streetcars down until, by 1955, only a few remained,” writes author Jim Motavalli in his 2001 book, Forward Drive.

GM first replaced trolleys with free-roaming buses, eliminating the need for tracks embedded in the street and clearing the way for cars. As dramatized in a 1996 PBS docudrama, Taken for a Ride, Alfred P. Sloan, GM’s president at the time, said, “We’ve got 90 percent of the market out there that we can…turn into automobile users. If we can eliminate the rail alternatives, we will create a new market for our cars.” And they did just that, with the help of GM subsidiaries Yellow Coach and Greyhound Bus. Sloan predicted that the jolting rides of buses would soon lead people to not want them and to buy GM’s cars instead.GM was later instrumental in the creation of the National Highway Users Conference, which became the most powerful lobby in Washington. Highway lobbyists worked directly with lawmakers to craft highway-friendly legislation, and GM’s promotional films were showcasing America’s burgeoning interstate highway system as the realization of the so-called “American dream of freedom on wheels.”

When GM President Charles Wilson became Secretary of Defense in 1953, he worked with Congress to craft the $25 billion Federal-Aid Highway Act of 1956. Referred to at the time as the “greatest public works project in the history of the world,” the federally funded race to build roads from coast-to-coast was on. http://environment.about.com/od/fossilfuels/a/streetcars.htm

The Great American Streetcar Scandal

Suburbanization and Urban Renewal A combination of federal policies and private investment spawns a massive restructuring of American society. Traditional towns and cities are reoriented towards the automobile as the upper and middle classes flee to the suburbs. While new expressways are routed through low-income neighborhoods displacing working poor and minorities into massive public housing blocks

• THE FEDERAL AID HIGHWAY ACT OF 1956 authorizes $25 Billion for the construction of

41,000 miles of the Federal Interstate Highway System while Federal Govt handles 90% of

construction costs• Municipal Bonds are used to fund massive expressways such as the Cross-Bronx Expressway

in NYC. Built by Robert Moses the Expressway displaces thousands of low-middle income

residents• Enables upper and middle-class to commute

from suburbs to inner city• Regional shopping centers and strip malls are

built to service the suburban market•By 1970 more Americans are living in the suburbs

than the city

• Federal housing policy beginning in era of new deal, help subsidize suburban living. Federal Housing Administration – new

deal agency, meant to address millions of Americans losing homes to foreclosure. Stimulate construction of new housing

units, while stabilizing mortgage industry.• The AMERICAN HOUSING ACT OF 1949 contributes greatly to

suburbanization and the flight of the white middle and upper classes out of the city through two concurrent programs

• TITLE 1 of the Housing Act provided Federal financing for “slum clearance” and “urban renewal” programs which resulted in the destruction of millions of houses, historic landmarks and neighborhood relationships in favor of massive, crime-ridden

housing projects.• TITLE 2 of the Housing Act dramatically expanded the ability

of the Federal Housing Administration to provide low-interest financing to middle-class suburban homeowners

• Minorities seldom qualify for homeownership loans leading to increased racial segregation in the North

Federal Transportation Policy Federal Housing Policy

Urban Renewal and the “two Portlands”

Neither Portland is spared from the ensuing destruction as city planners reconfigure the old streetcar neighborhoods to the age of the automobile.

Grand Trunk Terminal Demolished 1966

Portland Maine Union Station Demolished 1961

"When the ball hit the tower and it came down with the rest of the roof on the station itself, I remember the big black cloud of dust and things that swept over the street," he says. "And all of us, we all wound up with dirty faces that we didn't know we had." Train Riders Northeast Founder- Wayne Davishttp://www.mpbn.net/Home/tabid/36/ctl/ViewItem/mid/3478/ItemId/17804/Default.aspx

The Master Plans

Portland, Oregon began as early as 1943 when they hired the legendary

“Master Builder” of NYC, Robert Moses, to develop a transportation plan like his legendary public works projects in New

York.

Portland, Maine followed suit much later when they hired architect, Victor Gruen to publish a master plan called “Patterns of Progress” in 1968. Victor Gruen is known as the inventor of the

modern shopping mall.

Robert Moses with a model of the failed Brooklyn-

Battery Bridge

Victor Gruen with a prototype shopping mall

,,. . MUNJOYSOUTH-AND YOU

To ReMden~ and Properly Owners in Munjoy South:

Your neighborhood contains many sound homes. Theexcellent condition of many yards and gardensshows pride and responsibility--in on urban renewal program.

Mtmjoy South has been chosen

necessary elements

as the third area inthe city to be improved by the combined effortsyou, your neighbors , and the Portland Rmewolthar.y. ’

ofAU-

Some of your homes ore showing signs of aging and neg-lecL There hi,in effect, o combination of many elementsthc~ Indicate that unless some solution Is presented,your neighborhood .will .’* ontlnue:~:. downhill causing thevalue of your " " ’ to decreaseproperties

Both cities commissioned comprehensive “master plans”

that reconfigured the urban center in order to better enable

automotive travel from the suburbs.

ROBERT MOSES’ 1943 PLAN FOR PORTLAND OREGON (LEFT) AND VICTOR GRUEN’S 1967 PLAN FOR PORTLAND MAINE (RIGHT). BOTH PLANS WERE ONLY PARTIALLY COMPLETED, BUT NONETHELESS RESULTED IN THE RAZING OF HUNDREDS OF HISTORIC LANDMARKS AND THE DISPLACEMENT OF THOUSANDS OF INNER-CITY RESIDENTS.

The Franklin Arterial Before and After

The Portland Street Grid Before the Franklin Arterial

Images from a leaflet distributed to residents of the Munjoy South Neighborhood in Portland Maine about their impending removal

We are convinced that the real shopping center will be the most profitable type of chain store location yet developed, for the simple reason that it will include features to induce people to drive considerable distances to enjoy its advantages.- Victor Gruen 1948

Portland ME 1950 Portland ME- Present

Union Station Before and After

Even the people that were standing there with tears coming down their cheeks, some of the elderly people that were standing next to me, didn’t really think the demolition was going to happen. I think that most of the city hoped that at the last moment a great white night of sorts would ride in and have some sort of grand plan to save the station. Train Riders Northeast Founder- Wayne Davis All Aboard for Union Station PP103

"It happened so quickly,[...]Passenger service ended in 1960, and before you knew it, Maine Central Railroad was selling off all its properties, and there was nothing to stop them. It made people realize that major components of the city's history could be destroyed with the flick of a finger and they needed to take steps to protect it."http://www.pressherald.com/news/the-ugly-birth-of-preservation_2011-08-31.html

PORTLANDIMPROVEMENT

Images from Robert Moses’ plan for Portland Oregon

Moses” rendition of Harbor Drive was typical of his “parkway” concept, which envisioned a “park for cars”. Harbor Drive was eventually completed in 1950

Different Tracks, Different Outcomes

1972-Present

The Tide Turns in Oregon

The Mt. Hood Freeway arose out of Robert Moses’ 1943 plan. It would have run from Downtown Portland to the suburbs and required the razing of more than 1700 individual households. The neighborhood citizens revolted and in 1975 the project was cancelled. Funds for the freeway were then reallocated towards the creation of one of the first modern light-rail systems in the country.

Rendering of the failed Mt. Hood Freeway

In addition to the dramatic showdown over the Mt. Hood Freeway Portland, Oregon’s 1972 Master Plan signaled a reversal of the auto-centric conventions of the era. The plan included the creation of some of what became the most popular gathering places in modern portland and contributed to the subsequent “Portland Renaissance” of the 1990s when the population of highly-educated young people surged.

Included in the 1972 plan was a proposal to remove Robert Moses’ harbor Drive and replace it with a pedestrian park.

Harbor Drive circa 1955

Harbor Drive present

Sequence of Aerial Photographs shows the evolution of highway construction

in Portland Oregon. The Robert Moses plan was in its early phases in the

above image from 1952, by 1970 the highways were at their peak. The image at right from 2010 shows a

revitalized waterfront where the Harbor Expressway has been turned into a

park.

1952 1970

2010

Portland Oregon’s population surged by the early 1990s with the completion the MAX light rail lines and the addition of Portland Streetcar . High-tech companies such as Intel, Lattice Semiconductor and Tektronix form the nucleus of a tech industry cluster that would become known as the “Silicon Forest”. Tech industry locates around “Transit-Oriented Developments” dotting the rail-lines from downtown out to suburbs like Beaverton and Hillsboro.

While the population of Portland Maine has gone from 65,000 people in 1970 to 64,000 people in 2010, the population of Portland Oregon has grown by nearly 40% ( 1980 366,383- 2009 566,141) since 1980.

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Portland, Maine experienced a brief resurgence in the 1980s as the city’s “Old Port” neighborhood transformed from a warehouse district into a retail destination, thanks in part to the Victor Gruen master plan. The resurgence was short lived however and the population remains lower today than that of its peak in 1950.

WES COMMUTER RAILMAX LIGHT RAIL

PORTLAND STREETCAR VINTAGE TROLLEY

Back to the FutureThe current rail transit system in Portland Oregon has nearly reached its

maximum extent in the pre-auto era.In addition to the original MAX Light Rail lines, the Portland rail system now includes an overwhelmingly

successful modern streetcar system and a suburban regional rail line. Intercity and long distance service is served by Amtrak Cascades and Empire Builder trains

PORTLAND STREETCARDensity of Development

Starting in 2001 Portland Streetcar was the first new modern streetcar system built in the U.S in over 40 years. As opposed to the MAX Light Rail System, which is designed for a commuter

schedule, Portland Streetcar was built explicitly for purposes of promoting density of development. The graph above shows how successful the plan was.

The Pearl District

1970

The Pearl District

2010

The Pearl District 1990 The Pearl District 2010

Streetcar Line

Intercity Rail Services in

Portland Oregon

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University ofNew England

(UNE)

Regional Transit Network

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What’s Next for Portland Maine?

Portland Maine Existing Transit

Network

Portland Transportation Center Casco Bay Lines Ferry

Portland Metro Transit District

Amtrak Downeaster

Ocean Gateway Cruise Ship

Terminal

Plans for expanded service

Future Systems

Diesel Light Rail Code-Share BusIntercity rail

Modern Streetcar

Heritage Streetcar

for Portland

Maine

Intercity Rail

Brunswick Station Site 2003

Maine Eastern Passenger Train Arriving at Brunswick Station August 2011

Downeaster Extension to Brunswick 2012

Proposed Rail Maintenance Facility will allow for better service connections between Brunswick and Boston

Constructed in 2011 in anticipation of Intercity rail service, Brunswick Station is already a major transfer point

between Concord Trailways Intercity Bus, brunswick Explorer Local service and Maine Eastern rail service to

Rockland

The Portland North Commuter Study proposes supplementary commuter bus service in concert

with Downeaster trains as an interim before moving on to state sponsoered commuter rail.

Thompson’s Point Development

Located beside the existing Portland Transportation Centerthe newly unveiled

Thompson’s Point development will be the largest convention center north of Boston. Before preliminary designs had even been

unveiled residents began to recognize potential beneifts to the regional transit system.

As a lower- cost alternative to traditional heavy rail subway systems, light rail transit (LRT) is an appropriate system for a metropolitan region the size and density of Portland’s.

LRT is fixed-rail service, yet it can operate in streets, transition easily from long-distance to short-spaced stops, and requires very simple and inexpensive platforms, with most systems requiring only a curb at sidewalk level. Light rail is often installed as a retrofit to an existing abandoned or underutilized rail line. When such a corridor exists, the most expensive capital cost becomes the installation of overhead electric catenaries. An innovative European technology that has been used with great success in more rural areas serving small to medium sized cities is diesel light rail. The fixed-guideway system operates on standard gauge rail without electrification. Each vehicle is independently powered and can serve simple transit platforms along existing right-of-ways

Commuter Light Rail

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

Diesel light rail would be best implemented on the rail corridor north of Portland where the current corridor study is active. To access the peninsula, the line would share or parallel the existing narrow-gauge right-of-way along the Eastern Promenade to access the Eastern Waterfront and the planned

concentration of new development. In subsequent phases, the line could be extended with new rails to the Congress Street transit mall along Pearl Street or Franklin Arterial before continuing to Bayside. In

Bayside, the line could connect with existing abandoned freight tracks or run in Marginal Way and proceed to the Portland Transportation Center and eventually to Westbrook along the Mountain Division tracks.While the specific alignment may change, it is appropriate to recognize the key destinations this routing serves and identify corridors to preserve space for this or an alternate type of rail technology.

MTN Division Rail Line to Westbrook, Gorham,

South Windham

Portland North Line to Falmouth, Yarmouth, Freeport, Brunswick

Bayside Development Eastern Waterfront

Development

Thompson’s Point

Development

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

Figure 6-19 Diesel Light Rail in Italy

Diesel light rail would be best implemented on the rail corridor north of Portland where the current corridor study is active. To access the peninsula, the line would share or parallel the existing narrow-gauge right-of-way along the Eastern Promenade to access the Eastern Waterfront and the planned concentration of new development. In subsequent phases, the line could be extended with new rails to the Congress Street transit mall along Pearl Street or Franklin Arterial before continuing to Bayside. In Bayside, the line could connect with existing abandoned freight tracks or run in Marginal Way and proceed to the Portland Transportation Center and eventually to Westbrook along the Mountain Division tracks.

While the specific alignment may change, it is appropriate to recognize the key destinations this routing serves and identify corridors to preserve space for this or an alternate type of rail technology.

Waterfront Streetcar [Recommendation 6-15] More than a dozen North American cities have streetcar systems that have either expanded or initiated operation in the past 15 years. At least twice as many additional cities have new systems or lines under active planning. Streetcars have become popular because they provide cities with the ability to add visible rail service with a capital cost that is much less than the higher capacity light rail. Moreover, streetcars are a good fit for dense, pedestrian-oriented, urban neighborhoods and activity centers. Portland was once home to an extensive streetcar system (see route map in Figure 6-20 below).

Page 21 Nelson\Nygaard Consulting Associates Inc.

A noteworthy example of diesel light rail is the Vinschgau Valley Railway in the Southern Tyrol of Northern Italy, a region with a similar economy to the Portland area’s. Since the 37-mile Vinschgau line was opened

in 2005 on an abandoned railroad, it has surpassed expectations. Ridership met the three-year target after just one year and now exceeds 4,000 passengers per day. With connections to local and regional

buses and other train lines, the convenient Vinschgau railway contributed to a 3% decline in vehicles on the road. Furthermore, the train has become a tourist attraction and the hallmark of the region.

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

More than a dozen North American cities have streetcar systems that have either expanded or initiated operation in the past 15 years. At least twice as many additional cities have new systems or lines under active planning. Streetcars have become popular because they provide cities with the ability to add visible rail service with a capital cost that is much less than the higher capacity light rail. Moreover, streetcars are a good fit for

dense, pedestrian-oriented, urban neighborhoods and activity centers. Portland was once home to an extensive streetcar system

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

U.S Heritage Streetcar Systems in Operation

San Francisco

Kenosha Wisconsin Population 99,000

Memphis Tenn.

BostonBoston

Little Rock Arkansas

KenoshaKenosha

Lowell Mass

Streetcar service along the Commercial Street waterfront corridor would be visible for most

Portland residents and visitors, though utilization would likely be limited to recreational and tourist

uses.In the long-term, streetcar service could provide needed transit connections between future waterfront developments, existing transit services, the Casco Bay Lines terminal and possibly as far as the Portland Transportation Center. However, in the

near future, Commercial Street service would mostly serve only tourist traffic, as most of today’s primary trip patterns are oriented to and from the waterfront not along it. Therefore, a historic vehicle resurrecting

Portland’s past system would be appropriate. Nonetheless, the waterfront is becoming an increasingly important destination for cross-

peninsula movements, and a high level of activity is present, especially north of Temple Street.

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

Commercial St. Heritage TrolleyBased on Nelson\Nygaard’s assessment of Commercial Street

operations, the following elements describe how streetcar service could be installed.

• By taking advantage of the wide Commercial Street right-of-way, a streetcar could be operated in the curb lane against the water-side sidewalk.

•On-street parking would be converted to a parallel configuration with loading zones, and the center loading lane (former railroad tracks) would be eliminated.

•With placement along the water’s edge, traffic conflicts would be eliminated and the streetcar alignment would be well-defined and easily accessible for riders.

•The streetcar could operated from the terminal, connect with the diesel light rail, and eventually provide service to and beyond the Casco Bay Bridge.

Excerpted From Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc-.

A Modern Streetcar Circulator

A Modern Streetcar Circulator System can share the Right-of-Way with Diesel Light Rail, Heritage Trolley, Bus and public traffic.

“Park Once” Parking Garages

and Urban Circulator

Credits and Sources-

•Archival Postcards and Photographs from Maine can be found at the Maine Memory Network-www.mainememory.org

•Slide 9-10 http://en.wikipedia.org/wiki/Railroad_history_of_Portland,_Maine

•Slides 21-22http://trimet.org/pdfs/publications/rail_transit.pdf and http://www.gpmetrobus.com/index.php?option=com_content&view=article&id=40&Itemid=214

• Slide 23-From Wikipedia:http://en.wikipedia.org/wiki/Interurban

•Slide 28 This Image and a vast collection of Maine Trolley History can be found on Wikipedia IN GERMAN at http://de.wikipedia.org/wiki/Kategorie:Verkehr_in_Maine Paste into Google Translate

•Slide 32 http://en.wikipedia.org/wiki/Great_American_streetcar_scandal

•Slide 46 Marcigliano, John All Aboard for Union Station PP103, http://www.pressherald.com/news/the-ugly-birth-of-preservation_2011-08-31.html

• Slide 58 The Portland Experience Development Oriented Streetcars PPT Presentation by TRIMET

•Slide 63 -64A GORHAM EAST-WEST CORRIDOR FEASIBILITY STUDY DRAFT FINAL REPORT MAINE TURNPIKE AUTHORITY MDOT Chapter 6

•Slide 64B Portland North Alternative Modes Transportation Project Alternative Analysis MDOT

•Slide 68- Rendering, Downeaster Layover Facility Project Siting Report NNEPRA 2011, Proposed Schedule-Portland North (Above)

•Slides 70-75 Text Excerpted from Portland Peninsula Transit Plan Nelson\Nygaard Consulting Associates Inc Adopted 2009-

•Slide 73-.http://www.thetransportpolitic.com/2010/12/17/streetcar-projects-advance-nationwide-thanks-to-local-initiative/

Note:This presentation is for education/non-commercial purposes only