The Wednesday, July 1, 1914, issue of the Lewiston Evening Journal.
A collage of pictures taken on June 26, 1914. An official inspection
of the Interurban by the State Railroad Commissioners was
accompanied by a party of about thirty officials and guests.
Collection of Donald G. Curry
To celebrate the one-hundred-and-second anniversary of the opening of what we now know as the Portland-Lewiston Interurban - "The Finest Electric Railroad in All New England", first requires some background information for those readers who may not be as familiar with the series of events in the previous few weeks that unfolded leading up to the opening day of the line.
You will see references to the "Libbey Road".
W. S. Libbey was the driving force behind the creation of the Portland-Lewiston Interurban and was a well-respected businessman in the twin cities of Lewiston-Auburn.
You will see references to the Portland, Gray & Lewiston Railroad. This was the name of the line before July 10, 1914.
O. R. Cummings' excellent books on the Portland-Lewiston Interurban (May 1956 & September 1967) are wonderful resources, and much of the information imparted here is from those publications.
In 1905, two companies had their proposals approved to build a 32-mile railway between Portland and Lewiston. The Portland and Lewiston Railway, led by Edward W. Gross and Lewis A. Goudy, and the Lewiston and Portland Railroad, led by Winfield S. Libbey (known as W. S. or W. Scott Libbey) and Henry M. Dingley. At the time, Gross & Goudy were associated with the development of the Automatic Telephone Company in Lewiston, and Libbey & Dingley were co-owners of the Lewiston & Auburn Electric Light Company, which held important water rights at Deer Rips on the Androscoggin River, where they had constructed a modern hydroelectric plant and planned on their new electric railroad to be a major customer.
Libbey-Dingley Dam, Lewiston, Maine PWM postcar
Fortunately, the two companies were friendly and agreed to merge into one company. Gross & Goudy led the company and had the power to supply the new railroad from the electric company owned by Libbey & Dingley. The newly formed Portland, Gray & Lewiston Railroad was approved in 1907. The capital required to fund a major construction project, as was planned for this new line, was not easy for Gross & Goudy, and early in 1909, Gross appealed to Libbey, a prominent Lewiston industrialist, for assistance. To make a long story short, by 1910, Libbey & Dingley had purchased all the interests in the company, with Libbey having the controlling interest.
A four-horse team draws the scoop, breaking ground for the PLI at
Danville in 1910. Collection of O. R. Cummings
Under the direction of W. Scott Libbey, construction started on April 7, 1910, when Sam Ferguson, construction superintendent, turned over the first piece of sod near Littlefield's Corner in Auburn. As-built, the Portland, Gray & Lewiston had a private right of way 50 feet wide, with a maximum grade on the line of 4 percent, and the sharpest curve was 780 feet in radius. In fact, the line was constructed in as substantial a manner as many steam railroads. In all respects, an electric railroad, not a street railway.
In 1913, the consolidation of the Libbey & Dingley electric light and railroad properties into a single corporation brought the birth of the Androscoggin Electric Company.
W. Scott Libbey
O. R. Cummings Collection
Sadly, on May 17, 1914, just a few weeks before the opening of the new electric railroad,
W. Scott Libbey died. Control of the line was vested in Mr. Libbey's estate, although Mr. Dingley held a substantial interest. The name of the Portland, Gray & Lewiston was changed to the Portland-Lewiston Interurban Railroad on July 10, 1914. In October 1914, Mr. Dingley sold his interests in the line to the Libbey estate. The estate, in turn, conveyed the properties to a syndicate, which also acquired the capital stock of the Androscoggin Light Company. Central Maine Power Company took over the ownership of the Androscoggin Light Company (including the Portland-Lewiston Interurban Railroad) in April 1920.
The actual opening day to the public.
A short announcement on page 12
(back page) of the Lewiston Evening Journal's
July 2, 1914 issue. The peak year would be 1920,
when the PLI carried 531,440 passengers.
No. 10 Arbutus, with Lewiston terminal personnel l-r:
Two unidentified men, R G Weeks, master mechanic;
Guy W. Mitchell, barn foreman; H. L. Wright,
Mrs. Lucy Card Matthews, E J Chateauvert, Milan H Spinney,
Charles E. Kennison, L. R. Penny. June 29, 1914
Collection of Barney Neuburger from O. R. Cummings
When the line's public operations began on Thursday, July 2, it was not prepared for full service between Portland and Lewiston. Trips from each direction met in Gray, the midpoint between the terminal cities. The running time between the terminal cities was 1 hour and 50 minutes. There were six interurbans in the fleet, but only three were operational. The two that were used for public trips on opening day were the Azalea and the Arbutus. The Narcissus was held back in service.
The other three cars needed to be fitted out, meaning, in part, to have their motors installed.
By late July, the Gladiolus, Clematis, and Magnolia were ready, and sufficient motormen and conductors had been qualified to permit the start of full service. As a result, an hourly headway was established on Monday, July 27, with the new schedule calling for 15 daily trips in each direction over the line. Running time was about 1 hour and thirty minutes.
The PLI quickly established an enviable reputation for reliability and on-time performance, and even in the worst winter weather, the big green cars, thanks to an efficient snow-fighting force, usually managed to get through.
From the beginning, the Interurban was a "spit and polish" road, with cars being cleaned inside and out and being given thorough inspections at the Lewiston terminal between trips. Shortly after the line opened, as a token of elegance, each motorman and conductor was issued a pair of kid gloves worn while running the car, and donned again later while assisting passengers to board and alight, running railroad crossings, throwing switches, and the like.
Every indication is that the PLI enjoyed excellent public relations throughout its entire existence. The Interurban appears to have largely escaped unfavorable criticism from the press. Crews were capable, courteous, and friendly, most of the conductors and motormen being Maine-born and raised and knowing and being known by the regular passengers on a first-name basis. To many of the trainmen, the Interurban was more than just a means of earning a living - it was a way of life. They took a deep interest in the affairs of the road and were always ready to make an extra effort to better accommodate the riders and to attract and retain patronage.
No. 18 Azalea at Deering Junction with Walter E Pinkham, one of the first PLI
motormen. And Clarence J Cobb, who became PLI's first Freight Agent in 1915.
From the O.R. Cummings Collection
Porcelain sign from PLI ticket stand.
Collection of O. R. Cummings
Below is the newspaper story from the June 26th, 1914, issue of the Lewiston Evening Journal, of the official inspection of the line. Interesting that one of the details from the June 27th issue of the Lewiston Evening Journal, with the "recap" of the official inspection, is different. The 26th states that Narcissus is the luxury interurban used for the inspection trip. The 27th recap states that the Azalea was the luxury interurban used. The 27th recap article is posted below the 26th article.
Lewiston Evening Journal - June 26, 1914
Ibid
Here is the newspaper story from the June 27th issue of the Lewiston Evening Journal's recap of
June 26, 1914, official inspection of the line. Interesting that some of the details vary from the actual June 26th Lewiston Evening Journal from above. Images were added by PWM
P. G. & L INTER-URBAN R. R. LINE INSPECTED
Railroad Commissioners and the Party of Invited Guests Made a Trip In a Special Car
Banquet at Riverton Park Casino - Road Will Open For Traffic the Latter Part of Next Week
In the beautiful car Azalea, the State railroad Commissioners made an official tour of inspection over the Portland, Gray & Lewiston Inter-urban Railroad yesterday. After completing the trip to Portland, the car was run out to Riverton Park, where a fine banquet was served at the Casino under the personal direction of the manager, Dan Smith.
With ideal weather and other conditions being favorable, the trip was one of great enjoyment to all. Probably with no exceptions, this is the most up-to-date, substantially constructed, and finest-equipped electric line in New England. Heavy irons, heavy rolling stock, and perfect grading tend to make the going smooth for the passenger comfortably placed in one of the fine, plush, upholstered seats of these parlor-like cars.
The start from Lewiston was made at 10 A. M. The party consisted of Railroad commissioners Hon. John A. Jones of Lewiston, Hon. Frank Keizer of Rockland, George F. Giddings of Augusta, clerk of the board, and his son. Mr. and Mrs. Henry M. Dingley, Mrs. Nelson Dingley, Mrs. Annie E. Libbey, Mrs. A. W. Anthony, Miss Alla Libbey, Mr. and Mrs. Harold S. Libbey, W. Scott Libbey Jr., Fred D. Gordon, superintendent of the Lewiston & Auburn Electric Co., Hon. and Mrs. John A. Morrell, Mayor and Mrs. A. W. Fowles, George W. Bowie, general superintendent of the L. A. & W. St. Ry., Mrs. Bowie, L. H. McCray, manager of the Atlantic Shore Line, Mr. and Mrs. Sam E. Connor, Mr. and Mrs. N. W. Benner, J. Everett Parkhurst, Miss Alice Rowe, Miss Fogg, Miss Jones, Mrs. Brady, Mayor R. J. Wiseman of Lewiston was detained at home on account of illness. The car was in charge of Motorman Charles H. Mitchell and Conductor Charles Kennison.
Over a line of far-stretching tangents and slow winding curves, cutting through woodlands, and fields, and broken by hills and vales offering a succession of panoramic views of rare picturesque beauty, the ride to Portland was made in about one hour and 40 minutes, which will probably be about the scheduled running time between the two cities when the road opens for traffic the latter part of the week. On the downward trip, occasional stops were made for sightseeing and to allow the commissioners to inspect the construction of the road, especially the culvert and bridgework. Suffice it to say that the thoroughness and high class of the construction far exceed the legal requirements, and the commissioners found no feature to criticize and had only words of praise to speak of the road.
PLI's right-of-way view through Chandler's Woods near New Gloucester
shows the excellence of the PLI track and roadbed. Trolley Poles are on
the right, and high-tension lines are on the left. G.F. Cunningham
Collection of O. R. Cummings
As soon as the car was on its way, Mrs. Anthony distributed small bouquets of Feverfew, the favorite flower of her father, the late Hon. W. Scott Libbey, builder of the road which today stands as a splendid and lasting monument to his memory.
Feverfew, W. Scott Libbey's favorite flower.
The party proceeded directly to Portland, circled Monument Square, and then the car was run to Riverton Park, where at 1:30 P M, a fine banquet was served in one of the private dining rooms at the Casino under the personal direction of the manager, Dan Smith. The tables were decorated with cut flowers, including a large bouquet of Feverfew. A pink lay next to each plate. As a closing and touching feature of the banquet, at the suggestion of President Dingley, all arose and drank a cold water toast. After a stroll about the Park observing points of particular interest and posing for a group picture, the return trip to Lewiston was made, the running time being in perfect accord with the proposed schedule. The car reached Lewiston at about 5 P M.
Casino at Riverton Park, Portland, Maine
PWM Collection
While the exact date of opening the road for regular traffic has not been fixed, the officials state that barring disappointments, it will probably be the latter part of next week. Six cars will be used in the service: the Arbutus, Narcissus, Gladiolus, Magnolia, Azalea, and Clematis, one of which will leave hourly from either terminal, the running time, probably, about one hour and 40 minutes, and the fare from Lewiston to Portland is 75 cents.
The use of names other than numbers to designate the different cars was the idea of Mr. Libbey, the builder of the road. He desired that each car be given a personality, and as he was a great lover of flowers. It was suggested by one of his daughters that the names of cars should be those of Mr. Libbey's favorite flowers. Thus, with his approval, they were named in the order given.
No. 10 Arbutus interior. Collection of O. R. Cummings
These cars are truly flowers of their species. Each car has a seating capacity of 52. This includes the smoking compartment. There is a baggage rack completely around the top of each car. This is for use and is not ornamentation. They are finished in mahogany, with ebony and holly inlaid as decorations. The windows are of plate glass, arranged, as are those of a Pullman, with art glass overhead. The upholstered seats are green plush in the main car and leather in the smoking car. All metalwork is bronze. The vestibules have trap doors that drop down over the car steps when the car is in motion, after the design of the standard steam road cars. The advantage of this is that the car steps can be made sufficiently low for easy access by patrons of the road. It surely will be appreciated by lady passengers who wear dresses of the prevailing style.
Each car has motors of 300 H. P. (actually, each had four, 90 H.P. motors. PWM) guaranteed to give a speed up to 70 miles an hour when desired. The wheels, 31 inches in diameter, are of pressed steel with a steel rim shrunk on. They have roller bearings, and all cars are fully equipped with searchlights and air brakes.
Another feature of these cars is the end door in the vestibules. These open from the outside. They are designed exclusively for the use of conductors when more than one car is run in a train. The conductor, having a key, can pass from one car to another, but passengers cannot.
The construction of the road began in April 1910 under the supervision of Sam Ferguson, and since that time, its progress has been steady. The roadbed is said to be one of the best in New England. The heaviest grade is a fraction over four percent, and the shortest curve has a radius of 700 feet, and the cars can safely take it at a 40-mile-an-hour clip. The average radius of curves is 1100 feet.
Between the junction with the L. A. & W. rails on Minot Avenue, Auburn, and those of the Portland Railroad at Deering Jct., there are 12 bridges. Ten of those are concrete, reinforced with 3/4 inch steel rods, a much heavier reinforcement than is usually employed. There are two steel bridges. One of these is where it passes over the Rumford Falls line. The other is where it passes under the Grand Trunk.
The interurban tracks burrowed under the Grand Trunk Railway's mainline
Portland to Canada, a short distance east of Danville Station.
O. R. Cummings Collection
There are two types of culverts: concrete and corrugated tubular iron, according to the conditions that have to be met.
Along the line, there are 50 cattle passes. These are concrete, reinforced, and have an eight-foot clearance.
Open hearth steel rails, 70 pounds to the yard, are used on the road.
The method of hanging the trolley wire is new to Maine. It is known as the Catenary system. It reduces the danger of the trolley wheel leaving the wire to a minimum. Under this method, the trolley wire is not attached directly to the arm from the pole. A five-strand copper wire rope hangs from the arm. From this rope drop similar wires, about a foot in length, on which are suspended the trolley wire proper.
The electric current to operate the road is supplied by the Deer Rips with transformers at Danville Junction, Gray, and West Falmouth. A convenient waiting room has been provided at each of the three transformer stations. (Ends Here)
Map of PLI Collection of O R Cummings
__________
The six original cars (there were only nine cars in total ever owned by the PLI; 7 were interurban), No. 10, Arbutus, No. 12, Gladiolus, No. 14, Narcissus, and No. 16, Clematis, were built by the Laconia Car Company. No. 18, Azalea, and No. 20, Magnolia, were built by the Wason Manufacturing Company. Except for some differences in the shapes of the windows and doors, they were essentially identical.
No. 16 Clematis prepared for shipment from the Laconia Car Company plant
to Port-Lewiston Interurban. Notice the difference in ornate windows above
the passenger windows, compared to the Azalea in the image above.
Collection of O. R. Cummings
As we pause to reflect on this one-hundred-and-second anniversary of the end of an era in Maine and the loss of so much of our electric railway history, there is cause to be hopeful and to give Thanks!
We are restoring the only surviving interurban from the Finest and Fastest Electric Railroad in Maine.We continue the
restoration work on the 1912
Narcissus, the only surviving high-speed, luxury interurban coach of the Portland-Lewiston Interurban.
More than a century old, the stately "Elegant Ride,"
Narcissus, is a gem. This shimmering precious stone of Maine transportation history is brilliantly resplendent as it emanates so many elements of history, including
time, places, people, and events, that it was coupled to, that when just a smattering of its seemingly innumerable stories are shared, the contents first captivate, fascinate, then generate interest to learn more 🙋. The majestic
Narcissus is listed in the
National Register of Historic Places.
Please consider joining the epic journey to complete the Narcissus Project by donating today!
The restoration of this majestic icon of Maine's electric railway history is but one in a series of captivating stories containing an abundance of incredible coalition narratives.
Click Here: History-Related Posts - Narcissus and Portland-Lewiston Interurban
The Narcissus is featured in the national Gold Award-winning novel, Teddy Roosevelt, Millie, and the Elegant Ride. The "Elegant Ride" is the Narcissus. Theodore Roosevelt was a passenger on the Narcissus on August 18, 1914, between Lewiston and Portland, Maine, while campaigning for the Progressive Party candidates.
Click Here: Bookstores and Businesses promoting the
Narcissus Project
Independent book publisher Phil Morse, holding
Gold Book Award Winner plaque for
Middle Reader category for The Eric
Hoffer Book Award. Congratulations to
award-winning Maine author,
Jean M. Flahive
