Advocates for economic development in Washington County may have been skeptical 15 years ago when the idea of removing railroad ties and rails from the Ellsworth to Calais line was first proposed. Today, with diesel fuel at nearly $5 per gallon, it would seem reasonable to expect that skepticism to have turned to outrage. Removing a vital railroad link from the region to central Maine and the rest of the U.S. might seem as productive as cutting off one’s arm.

But there’s more to the story. Removal of the ties and rails just began, and the corridor will be used for transportation of something with a much more modest scale than trains: Bicycles, snowmobiles, ATVs and hikers will travel along the line. The rail bed is being converted to a recreational trail that planners hope will boost tourism in the region. As has happened in other parts of the country where the “rails to trails” concept has been applied, lodging, bicycle rental and eating establishments may eventually open along the new trail.

Tourism remains Washington County’s best bet for economic development. Creating new assets, such as the railroad trail, along with polishing existing draws and boosting marketing efforts, are the fronts on which advocates must fight. The recreational trail may not become Washington County’s version of Acadia National Park, but it could be packaged as part of a host of outdoor activities available to visitors in the region. These include the hiking trails on the Bold Coast near Cutler and on Great Wass Island near Beals, the trails and scenic views from West Quoddy Head Light in Lubec, the historic landmark that is the Roosevelt Campobello International Park on Campobello Island in New Brunswick, and the beach at Roque Bluffs State Park.

Most significant in the recreational trail development is the state Department of Transportation’s insistence that the corridor be reserved for a new railroad line, should the need arise. The last time a train traveled the line was in 1985, and since then the bed, ties and rails have deteriorated beyond the point of easy repair. In building the recreational trail, contractors are putting in a gravel base that would be needed if a modern freight line were to again use the line.

If the return of freight or passenger service is proposed, it will likely ignite a vigorous debate over the relative economic benefits of railroads and recreational trails. Trail advocates must be willing, at that point, to accept that a railroad may be needed.

The future of the corridor, then, will remain an open question, much like state-owned Sears Island, where two-thirds of the island will be conserved, while the possibility of a container port remains an option. A final disposition for assets such as islands and rail corridors are easier for people to grasp, but in these times, open-ended fates must be accepted.

Using the corridor for a productive purpose (and improving it for a possible rail revival at the same time) is better than simply hoping and waiting for an alternative.