Messages

1

Two Footers outside of the US / Re: 2' gauge 2-8-0

« on: December 11, 2015, 10:32:12 PM »

There were 3 Baldwin 2-8-0s of class 10-14E numbers 1-3, drawing #1, which were built for the Empressa Matte Larangeira.  Although all three were built between 1920 and 1929 to the same class and drawing, there were differences in the parts used to construct them, especially the "America" #6 from the #7 and #8.  Each of the locomotives had its own erection drawing and separate drawing card list for parts.  Attached are the drawing card lists for the three locomotives.  I will check to see if I have any of the tender or the brass card lists as these parts were listed in separate Baldwin volumes.  All three locomotives had 28" drivers with 10x14 cylinders, 175psi boilers, and a tractive effort of 7,440 lbs.
Dave Johnson

2

UK (Welsh, British) Two Footers / Re: New WHR Pullman Observation Car

« on: March 10, 2009, 07:51:18 PM »

She looks like a lightweight interurban car from the 1920s.
Dave

3

The Original W&Q and WW&F: 1894-1933 / Re: Laurel River & Hot Springs 2-6-0

« on: March 10, 2009, 07:47:32 PM »

The Laurel River & Hot Springs mogul and their six flatcars had air brakes, but they were not used by the Sandy River.  The purchase of the SR&RL #23 in 1913 ushered in the age of air brakes on that line and it was not until the 1917 to 1920 period that all of the locomotives received air brake pumps.  If the F,S&K had been completed and had completed the purchase of the LR&HS 2-6-0, it would have been the F,S&K that might have pushed the air brake issue and that might have been a decade earlier than the SR&RL began their conversion.  I think if Atwood had completed the line he would have been inclined to use the more modern and up to date braking system.
Dave

4

The Original W&Q and WW&F: 1894-1933 / Re: Laurel River & Hot Springs 2-6-0

« on: March 09, 2009, 06:37:06 PM »

Dana,
Thanks for the response.  I would certainly be interested in reading what you have come up with, whether it be in the newsletter or on the forum.  The failure of the F,S&K certainly caused the loss of what could have been another interesting chapter in the history of the Maine 2-footers.  I doubt that it would have been a financial success though as most of the pulpwood traffic as well as a lot of the other wood products from the Sandy River would have tended to go south of Farmington over the MEC.  It looks to me like the line would have had to exist with local farm produce and timber products.  I doubt there would have been much bridge traffic over the line but I do feel that it would have provided considerable boost to the WW&F traffic with lumber going to the ships and possibly coal that would have been going to points west of Waterville.  I really have to wonder what business the branch to Augusta would have brought to the F,S&K.  Perhaps if the F,S&K had been completed, the demise of the WW&F RR and the Peck purchase would not have happened and the 1908 Franklin County merger might have included a lot more miles.  That would have meant that the traffic would have been routed as far as possible on the narrow gauge and would have provided bridge traffic over the F,S&K mainline.  It all probably makes for some interesting what ifs on a cold winter evening.
Dave

5

The Original W&Q and WW&F: 1894-1933 / Laurel River & Hot Springs 2-6-0

« on: March 03, 2009, 10:21:56 PM »

A year or so ago there was talk on the old forum that Dana was working on or had evidence that it was not the Wiscasset & Quebec that had the LR&HS 2-6-0 brought up the Wiscasset, but rather the Franklin, Sommerset, & Kennebec.  What did or has Dana found on this subject?  The other question I guess would be why did it arrive and sit at Wiscasset instead of Farmington where the FS&K was grading and building bridges.  I guess the simple answer is that it was brought north on board a ship and if the FS&K couldn't pay for it then why pay the extra to have it shipped to Farmington.  Can anyone provide information of this locomotive and the FS&K/W&Q?
Dave

6

Work and Events / Re: WW&F No. 10 - Official Work Thread

« on: October 01, 2008, 08:11:14 AM »

Penberthy injectors were pretty common on industrial steamers although they may have been replacements.  I've seen them on locomotives up 15"x24" cylinders and I'm quite sure the #10 does not use injectors bigger than a 1 1/2".
Dave

7

Work and Events / Re: WW&F No. 11 - Official Work Thread

« on: August 02, 2008, 08:28:22 PM »

Having seen the pictures of the great patterns that Bernie made, I really appreciate seeing the photos of the new bell hanger castings.  It's great to find that you have a foundry that will do loose patterns and that will produce quality castings.
Dave Johnson

8

Archives (General) / Re: Moderator preferences

« on: August 02, 2008, 08:24:01 PM »

Hi everyone,
I never had 50 posts on the old forum and I doubt I'll get to that number very soon on the new forum so I'll probably be a greenhorn for a long time.  I like the handle a lot better than a newbie as I'm not new to life, railroads, narrow gauge, and 2-footers including the WW&F.  Being from away, visiting the old forum felt like going home and being with the family.  I enjoy reading all the posts.
Dave Johnson