Bridgton and Saco River Railroad

Infobox rail
railroad_name=Bridgton and Saco River Railroad
logo_filename=
logo_size=
marks=
locale=Maine
start_year=1882
end_year=1941
length=21 miles
gauge=convert|2|ft|mm|0|abbr=on
hq_city=Bridgton

The Bridgton and Saco River Railroad (B&SR) was a convert|2|ft|mm|0|abbr=on gauge railroad that operated in the vicinity of Bridgton and Harrison, Maine. It connected with the Portland and Ogdensburg Railroad (later Maine Central Railroad Mountain Division) from Portland, Maine, to St. Johnsbury, Vermont, near the town of Hiram on the Saco River.

History

B&SR design was based on experience of the Sandy River Railroad. Hinkley Locomotive Works modified their convert|2|ft|m|sing=on gauge Forney design to run boiler first with an extended frame similar to that installed on Sandy River Railroad #1 following a wreck in early 1882. The successful design of the Bridgton Hinkleys was subsequently repeated for the Monson Railroad and the Franklin and Megantic Railway. Construction began in 1882, and trains were running to Bridgton by early 1883.

B&SR used early profits to replace wooden trestles with earthen fills. A convert|14|ft|m|sing=on granite masonry arch was constructed over Hancock Brook in 1895. track was extended to Harrison with 35# steel rails in 1898. Trestles on the Harrison extension had been replaced by earthen fills and plate girder bridges by 1906. Original Hinkley locomotives #1-2 were replaced by #5-6 of an improved design with pilot wheels. B&SR then replaced the original 30# steel rails from Bridgton Junction to Bridgton with 48# and 50# steel rails from 1907 to 1910 before Maine Central Railroad secured control of the B&SR in 1912.

Under Maine Central operation, there were 4 mixed train round trips daily from Harrison to Bridgton Junction and return. The first left Harrison at 5:15 AM and the last returned to Harrison at 8:45 PM. Train speed seldom exceeded 20 miles per hour. Two passenger train sets were required for this service. The first consisted of baggage #10, RPO #25, and one or two coaches. A couple of bench seats at one end of baggage-RPO #11 provided smoking accommodation for the second train set. Freight traffic in 1913 was 18% outbound lumber, 15% outbound pulpwood, 15% inbound coal, 11% outbound apples and canned corn, 11% manufactured goods, 10% feed & grain, 10% express, and 2% inbound petroleum products. Locomotive #8 was the last locomotive built for the Maine convert|2|ft|m|sing=on gauge railways.

Bond interest went unpaid in 1926, and the town of Bridgton began a 15-year effort to preserve their railroad. The B&SR was reorganized as the Bridgton and Harrison; but the extension to Harrison was dismantled after locomotive #8 tipped over when the 35# rails sagged in 1930. Locomotive #8 was the heaviest locomotive on any convert|2|ft|m|sing=on gauge railway in Maine. B&SR became a tourist attraction as the last convert|2|ft|m|sing=on gauge railroad offering passenger service in the late 1930s. Operation ceased in September 1941. The rolling stock was preserved when the rails were converted to scrap metal as the United States prepared for World War II. The rolling stock was moved to Massachusetts for another half-century of operation on the Edaville Railroad after the war. There are still signs of the B&SR evident in a few places if one searches carefully for them.

Geography

Baggage car #10 later renumbered #31

Baggage car #11 later renumbered #30

Coach #18 purchased from Wiscasset, Waterville and Farmington Railway in 1911.

RPO #25 was badly damaged in a collision with locomotive #7 in the Bridgton yard about 1927. The larger smoking compartment was rebuilt to carry express with a single baggage door on only one side of the car; and the smaller RPO compartment was rebuilt with a few seats to carry passengers. The car was sold for use as a restaurant in 1935. The appearance of locomotive #7 was permanently changed by replacement of a smaller number plate on the front of the boiler.

Flat cars #2-13 were the largest flat cars on any convert|2|ft|m|sing=on gauge railway in Maine.

Flat car #21 was fitted with a 3,000 gallon oil tank for the Standard Oil Company of New York in 1920. The tank was later transferred to flat car #14 when #21 was scrapped.

Flat car #22 was fitted with a 2,500 gallon oil tank for the Standard Oil Company in 1901. Cars #22 and #21/14 were the only convert|2|ft|m|sing=on gauge tank cars in Maine.

Flat cars #35, 38, and 41-42 were rebuilt by B&SR to a length of convert|28|ft|m when they required repairs.

Flat car #40 was rebuilt as a flanger.

Box cars #56-58 had two small hinged doors on either side which could be opened as windows when transporting livestock.

Box cars #59-62 were the first convert|30|ft|m|sing=on freight cars built for any convert|2|ft|m|sing=on gauge railroad in Maine.

Box cars #71-73 were the largest box cars on any convert|2|ft|m|sing=on gauge railway in Maine.

References

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