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Executive Summary Background The State of Maine contracted with Rizzo Associates to analyze the feasibility of constructing a multiuse bicycle/pedestrian trail along the Calais Branch Railroad. The State of Maine purchased the Calais Branch from the Maine Central Railroad who ceased operations on the branch railroad in the 1970s. It is the policy of the State of Maine to restore freight operations on the entire branch and to explore operating passenger rail service between Brewer and Ellsworth. The passenger rail service would be extended from Ellsworth to Trenton on another alignment. Connections would be provided from Trenton to Mt. Desert Island. Excursion trains may operate on the Calais Branch Railroad as well.
Rizzo Associates evaluated the feasibility of constructing a rail-with-trail project from the beginning of the Calais Branch Railroad in Brewer to the end at St. Croix Junction in Calais. An inventory of key features and characteristics of the railroad corridor was conducted for the 132-mile length of the branch railroad. Rizzo Associates also obtained and reviewed geographic information system (GIS) data on wetlands, publicly owned recreation and conservation properties, and areas of critical environmental concern. After identifying areas where a rail-with-trail project would be difficult to construct due to land use, topographic or environmental constraints, alternative trail locations and parallel roadway segments were investigated.
In addition to the field inventory, Rizzo Associates obtained and reviewed the railroad valuation plans prepared in 1916. These plans show the extent of the railroad right-of-way, bridge types and dimensions, and buildings that existed at the time near the railroad. This document summarizes the feasibility study and includes maps and tables describing the potential location, design and cost of the trail by segment. A more detailed report is available from the Maine Department of Transportation in Augusta. Public Agency Involvement The State of Maine, Department of Transportation (MDOT) has sought input in the study from within the department and from other state and federal agencies, municipalities, and the public. To date the study has been guided by an internal MDOT working group and an advisory committee established for the project. An initial scoping meeting at MDOT was conducted on July 9, 1999. Public information meetings were held in Brewer, Ellsworth, Machias and Calais the week of August 23, 1999. The Downeast Trail Advisory Committee (DTAC) has met four times: January 25, 1999, September 1, 1999, November 16, 1999, and January 25-26, 2000. MDOT has developed a mailing list of about 100 persons who have been invited to DTAC meetings. A briefing on the project was provided to state and federal transportation and regulatory agencies at MDOT's Interagency Meeting on November 9, 1999. A second round of public information meetings was held the week of March 20, 2000. Notes summarizing these meetings are provided on this site. Project Purpose and Need Purpose The purpose of the project is to establish a four-season, multipurpose trail linking Brewer and Ellsworth to Calais to serve local residents and visitors. The Downeast Trail would be the first segment (over 140 miles) of the East Coast Greenway in the United States and would connect to the greenway in Canada over the International Bridge linking Calais, Maine and St. Stephen, New Brunswick. The trail would attract new visitors to the Downeast and Acadia region and lengthen the stay of some existing tourists thereby promoting economic development in Penobscot, Hancock, and Washington counties. The trail would also provide a transportation alternative for pedestrians and bicyclists residing in the region. Need To join the multiuse trails of the United States with those of Canada and ensure that Maine reaps the benefits of being the northern gateway to the East Coast Greenway. To provide a multiuse trail connection between Acadia National Park and the Public Reserve Lands of Downeast Maine in order to relieve pressure on the Mount Desert Island trails. To provide an off-road trail that would provide access to areas of scenic beauty and a quiet and safe transportation alternative for wheelchair users, bicycling families, youth groups and bicyclists of all ages who prefer not to ride on the roads.
To provide an appropriate and safe route for snowmobiles and all terrain vehicles (ATVs) connecting the dead ends of ITS 84 and 81. To provide safe transportation corridors for pedestrians and bicyclists through congested areas in towns and in rural areas between towns. To form connections between towns to promote regional economic development. To provide access to town centers along the trail in order that users and local businesses can both benefit from the availability of services and accommodations. Incorporate short, paved sections in towns to accommodate in-town users. Provide connections into towns for snowmobiles and ATVs when possible. To incorporate the trail into the MDOT vision of a continuous multimodal route from Boston to Portland, Brunswick, Rockland, Mt. Desert, and Downeast. To provide an off-road trail segment at least 50 miles long to make it worthwhile for people to come from substantial distances and stay in the area for several days to use it. To integrate the trail with on-road shoulder bike facilities to provide loops that would include as many towns and attractions as possible to expand the regional trail network. To integrate the multiuse trail with existing trails (snowmobile, ATV, hiking, cross-country skiing, equestrian). Concept Plan Based on the evaluation of the Calais Branch Railroad corridor and alternatives, a Concept Plan for the Downeast Trail was developed. The Concept Plan includes different trail types and on-road bicycle accommodation based on the needs of users and local conditions. Recommendations on trail location and design are presented graphically and in a table (see below). The project is divided into 21 segments, beginning in Brewer (Segment 1) and running east and then north to Calais.
Click here to view the Recommendations on Trail Location and Design Table. The basic types of trail and roadway design used in this report are: Project Design Types
The first design is a high-end trail design that would provide an asphalt or stonedust surface compatible with wheelchairs, pedestrians and all types of bicycles. Snowmobiles and cross-country skiers would be allowed on the trail when snow-covered. Forty two (42) miles of asphalt or stonedust paths along the Calais Branch Railroad are recommended as part of the Downeast Trail. The second design (dirt trail) would be constructed in the same manner as the stonedust or asphalt path, except generally there would be no gravel base and the surface would be compacted earth. In trail sections supported by retaining walls, a stonedust surface course and gravel base would be provided. Because the typical dirt trail design would be compacted earth, it will be subject to increased erosion and require increased maintenance. The dirt trail segments along the railroad would be open to pedestrians, mountain bicycles and horses. The trail will not be suitable for road bicycles with narrow tires or wheelchairs. Thirty seven (37) miles of dirt trails along the Calais Branch Railroad are recommended as part of the Downeast Trail. At the initial public scoping meetings in Washington County, a strong desire was expressed for ATV use on the Downeast Trail. In order to try to respond to that request, all terrain vehicle (ATV) use of the two dirt rail-with-trail segments in Washington County is proposed on an experimental basis. The experimental basis will be to insure that ATV use does not affect the safety of non-motorized users nor substantially deteriorate the trail surface such that non-motorized use becomes difficult. The existing ATV clubs in Washington County are seen as essential partners in assisting with the construction and maintenance of the dirt-trail segments and in responding to emergency situations on remote areas of the trail as well as promoting good trail etiquette among motorized users. The proposed reconciliation of motorized and non-motorized usage in select areas will open up the corridor to more user groups. The portions open to ATVs will serve as test sections for the concept of shared use. Transportation enhancement funds from the U.S. Department of Transportation can not be used to fund construction of these trail segments because of a prohibition on motorized vehicles (other than snowmobiles). Fourteen (14) miles of dirt roads within the Moosehorn National Wildlife Refuge are recommended as part of the Downeast Trail. These roads are currently open to pedestrians and bicycles and cross-country skiers (when snow-covered). No motorized vehicles other than snowmobiles are allowed on the refuge roads. Because snowmobiles are prohibited on a portion of Magurrewock Road by Lower Goodhall Heath, a second trail segment within Moosehorn NWR has been included on Vose Pond Road. The Downeast Trail would follow existing snowmobile trails for about two and a half miles between the refuge and South Street in Calais where it would connect to City of Calais trails. MDOT has developed draft guidelines for the development of any multiuse trail within a rail corridor where active rail service exists or is planned in the future. One of the guidelines states that the near edge of the trail shall be set back a minimum of 15 feet from the near rail. In areas where there is a high potential for trespass across the rail line to access the trail, fencing is recommended. The trail would be constructed to slope away from the rail line and would cross the rail line only at existing highway/railroad grade crossings. The concept plan and typical sections for rail with trail segments of the Downeast Trail follow these guidelines. As stated earlier, the Calais Branch Railroad is currently inactive. MDOT, the railroad owner, provides limited maintenance, which includes trimming vegetation, repairing washouts and managing beavers. Future installation of railroad ties on the line will require a minimum of 10 feet of clearance from the near rail on each side. Where retaining walls or other structures are required for the trail, this minimum clearance will be maintained. Cost estimates developed for the trail do not include any repair of the railroad, which would be funded under MDOT's railroad program. More information on Trail Design and Roadway Design is provided on this site. Project Description As envisioned in the study, the Downeast Trail would be 144 miles long, beginning in the west in the Calais Branch right of way in Brewer and continuing east to Machias and then north to Calais. Ninety-four (94) miles (65 percent) of the facility would be off road, and 50 miles (35 percent) would be on-road. Land use, topographic, and environmental constraints dictate that the facility be located outside the rail corridor at certain locations. The project can be divided into four parts. Parts A and B would provide 50 and 42 mile long facilities primarily off road, while parts C and D include significant on-road segments. Each major part of the project is described below. Part A - Ellsworth Falls to Jonesboro Station Description Initially, this project would connect Ellsworth, the crossroads of Downeast Maine, to Cherryfield 33 miles to the east and would provide cyclists and pedestrians access to the vast and scenic public reserve lands in between. Near wetlands the stonedust path would be constructed adjacent to the railroad by widening the existing railroad berm or by constructing low retaining walls or timber platform at the base of the berm. The rail with trail follows through Schoodic Bog at the base of Schoodic Mountain, one of the most scenic locations along the 132-mile Calais Branch Railroad. This part of the Downeast Trail would provide an alternative or a supplement to the bicycling experience now provided on Acadia National Park's carriage roads, which often become crowded with bicyclists in the summer.
The Ellsworth-Cherryfield bicycle and pedestrian trail could complement excursion trains running the same route. Bicyclists could take the train in one direction and bicycle the other. Route 182, a state scenic highway, could also be used by more advanced cyclists as part of a loop with the Downeast Trail. Improvements to Route 182 should be considered to create a uniform cross section with accommodation for bicyclists.
The 1.7-mile long Downeast Trail segment linking the Union River and Ellsworth High School to downtown Ellsworth (Segment 3) has independent utility and should attract many local users. This segment is recommended for early implementation. Segment 6, which provides access to Schoodic Bog and Schoodic Mountain, is also recommended for early implementation.
Segments (3-9)
  Part B - Jacksonville to Calais Description This project represents the first segment of the East Coast Greenway in the United States. It consists of three basic components: a 20-mile dirt trail adjacent to the railroad at the southern end for use by mountain bikes, hikers, and all terrain vehicles (ATVs) on the, a 6-mile on-road segment in the middle, and a 16-mile dirt road and trail segment on the north where ATVs would not be allowed. Snowmobiles and cross-country skiers would have access to all trail and dirt road segments when snow-covered. The northern segment would connect to a City of Calais trail project that completes the link to the existing walking path along the St. Croix River. Access to the East Coast Greenway in Canada would be over the International Bridge, which is adjacent to the path. Minor improvements to existing snowmobile trails (part of segment 20) should also be considered for early implementation. No improvements to the dirt roads within Moosehorn National Wildlife Refuge (NWR) would be required, as these roads are now accessible to pedestrians and mountain bikes and to snowmobiles in winter. The concept plan shows a potential trail connection from Route 214 to the southern boundary of Moosehorn NWR near Ledge Pond. This route will require an easement from property owners. Alternatives include an on-road bicycle route on Routes 214 and 191 connecting to the refuge at South Trail or following Route 214 and Charlotte Road to a private road that connects to South Ridge Road in the refuge. Snowmobilers currently use the latter connection into the refuge.
Segments (16-20)
Part C - Jonesboro Station to Jacksonville Description This project is primarily an on-road bicycle facility due to environmental constraints along this part of the Calais Branch Railroad. Between Jonesboro Station and Whitneyville, expansive wetlands abut the railroad, while other stretches of the railroad are submerged.
Between Machias and East Machias, the railroad follows tightly along the shoreline of the Machias River. A trail in this location could have substantial adverse impact on the riparian environment and would be very expensive.
The Downeast Trail would be a signed bicycle route along Station Road and parts of Routes 1, 1A and 191. Shoulder improvements for these roadways should be considered.
The recommended 3.6-mile long paved rail-with-trail linking Whitneyville to Machias Station has independent utility and should attract many local users. This segment is recommended for early implementation. Segments (10-15)
Part D - Brewer to Ellsworth Falls Description The Downeast Trail is recommended as an on-road bicycle facility from Brewer to North Ellsworth due to environmental constraints and land use conflicts along portions of the Calais Branch Railroad. In Dedham the railroad is constructed tightly along the shoreline of Phillips Lake. The shoreline is fully developed with residential uses, many of which include a home uphill from the rail line and a dock below. The railroad effectively bisects these house lots, and there is no room to develop a rail with trail. A similar problem is present along Green Lake near the beach at Green Lake Road.
Extensive rock outcrops along this segment would make a rail with trail very expensive. A trail between Green Lake and Ellsworth Falls could have substantial adverse impact on wetlands and also be expensive. In the draft Feasibility Study Report (March 2000), it was recommended that Route 1A between Route 46 in East Holden and North Street in Ellsworth Falls be signed as part of the Downeast Trailbecause of the problems in the rail corridor and because Route 1A is the most direct alternative. While the Maine Department of Transportation (MDOT) Design Division is developing plans for widening Route 1A between Brewer and Ellsworth to include paved 8-foot shoulders, public comments stressed that Route 1A would still not be an acceptable bicycle route because of high traffic volume and speed. The route that is now recommended follows low-volume local roads from Brewer to Wilson's Corner in North Ellsworth. A potential off-road option is shown on the concept plan following an existing trail linking Bald Mountain Road and Winkumpaugh Road. If an easement for this route can not be obtained, then the project would follow the longer on-road route shown on the plan. A short section of Route 1A between Winkumpaugh Road and Nicolin Road is included because there is no feasible alternative. A rail-with-trail segment is recommended from Nicolin Road to the east bank of the Union River, where a connection will be made to Old Mill Road and then North Street. Segments
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