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Messages - Benjamin Campbell

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1
The Original W&Q and WW&F: 1894-1933 / Re: Head Tide depot site for sale
« on: September 13, 2021, 08:38:30 PM »
Thanks Ed - I definitely agree with the folks who feel this property should have been purchased. Money is cheap to borrow these days and I bet the funds could have been raised from the members who really want to see tracks north of 118. I am one of them. I would be satisfied to see our railroad end in the field just north of the Head Tide church cut but to the original depot site would be ideal. While the house in question may or may not be slightly south of the original depot site it is / was available. We don't know that the next property to the north will become available and if the property for sale is substantially upgraded it's purchase would cost the railroad much more in the future. If the property abuts the railroad's it would seem a suitable if not original location for a possible end of the line depot. If I had the play money - I'd buy the property and build the depot as a beckoning challenge

2
The Original W&Q and WW&F: 1894-1933 / Re: Head Tide depot site for sale
« on: September 13, 2021, 09:07:44 AM »
I couldn't open the link for some reason. It would be great if the museum or a friend of it could purchase the property.

3
The Original W&Q and WW&F: 1894-1933 / Head Tide depot site for sale
« on: September 13, 2021, 08:24:34 AM »
Maybe this has been discussed already but I see that the property where the Head Tide depot once stood is for sale for 100K and pending

4
General Discussion / Re: Velocipede
« on: November 11, 2019, 02:05:09 PM »
I have a velocipede down here in MA which I brought to the museum several times in it's early years. I constructed a two foot gauge outrigger arm by bending two pieces of flat steel bar stock into 'S' shapes with several pieces of wood blocking between. Bruce Wilson loved riding it which inspired him to purchase the one shown in this thread. It did have a tendency to be tippy resulting in Bruce toppling over on my velo (luckily it was into a snow bank). This should be easy to remedy by placing a counter weight out by the outrigger wheel.

I started constructing the two man velocipede now in the attic of the museum after seeing a photograph of one along the WW&F. It later turned out to be a Maine Central car at the WW&FRy/MCRR diamond which dampened my ambitions slightly as did the expense/difficulty of obtaining gears and particularly wheels. It was under foot in my folks basements hence its gifting to the museum. Several members have contemplated completing it but have run into the same issue with wheels and gears. It really makes more sense to purchase an existing car in working or restorable condition.

There is photographic evidence of three wheel self propelled velocipedes being used on the SR&RLRR but no such evidence that one was ever in use on the WW&F (there was at least one four wheel car on which the operator sat pulling and pushing a velocipede style lever) That said - they are fun and easy to use cars to use which could have many uses on the line as well as being captivating to the visiting public.

There is currently one for sale on Ebay. It is in Texas and can be bought for 1550 unless bid higher. It appears to be well weathered so the condition of the wheels could be a factor. Good wheels free of excessive wear and/or pitting are imperative as they are the only component which are very difficult to procure. The largest wheel is larger than that used on motor cars and fabricated from much lighter steel. The earliest velocipedes used cast rims which would actually be easier to fabricate than the spun or drop forged ones used on later models.

5
Museum Discussion / Re: Useful relics at Portland Co?
« on: April 12, 2019, 08:52:26 AM »
I may be misnaming the pieces I am referring to although I have seen them referred to as 'jib cranes' by machinists. They are a smallish iron I beam or in many cases a section of railroad rail ranging from 8 to 16 feet in length and fixed in the horizontal position with an upwardly sloping top brace. They are mounted to a column or wall on a pivot which allows them to swing in an arc. A pulley and chain fall travels the length of the rail allowing heavy pieces to be machined to be swung over lathes - millers etc. The B&MRR's shops had them mounted over every machine tool.

The Portland Co buildings contain at least a few of these and who knows what other useful remnants from it's manufacturing days. It would be neat to save useful artifacts which may have played a part in the construction of #9 and other narrow gauge equipment. Work is underway so time is of the essence. Any Portland area members want to check it out?

What about the wood foundry patterns which are or were stored in one of the Portland Co buildings?

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Museum Discussion / Useful relics at Portland Co?
« on: April 08, 2019, 09:09:25 PM »
A non railfan friend who lives within sight of the old Portland Co said that they started some demo work there today. I peaked in the window of the largest structure last fall and noticed several smaller 'jib cranes' still in place. These were generally used to swing heavy pieces into position over lathes and other machine tools. Could be neat (and useful) to save several of these if they are going to get scrapped. I wonder if any other useful relics of the Portland Co days are within?

7
Museum Discussion / Re: Spur(s) to/at ML&M at Sheepscot Mills
« on: October 23, 2018, 10:45:22 AM »
I imagine a derail will be in order here?

8
Work and Events / Re: New bandsaw for the wood shop
« on: August 29, 2018, 07:38:30 PM »
No - by definition the frame of a ship builder's band saw is adjustable allowing angle cuts on heavy timbers which remain on a level horizontal table. On this saw the table tilts for angle ripping

9
Work and Events / Re: Trout Brook Bridge - Official Work Thread
« on: August 11, 2018, 09:30:45 PM »
Exciting progress! How deep were they able to be driven and are they in close proximity to buried remnants from the piles from the original bridges?

10
The Original W&Q and WW&F: 1894-1933 / Re: WW&F Pile Driver/Derrick
« on: January 20, 2018, 02:33:58 PM »
Thank you John.  Several options that I can think of. They did not have pile driving capabilities in 1912 but may have in previous and/or later years. Their pile driver was so primitive/inefficient that it was preferable to subcontract the Wiscasset work. They subcontracted inland pile driving as well.

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The Original W&Q and WW&F: 1894-1933 / Re: WW&F Pile Driver/Derrick
« on: January 20, 2018, 11:33:50 AM »
I have several Maine Central letters from the spring of 1912 concerning the WW&FRy's need to get a pile driver into the bay behind the Maine Central's bridge - presumably so they could work on the pile trestle between the station and shops. This would seem to suggest that the WW&F did not have a functioning rail mounted pile driver at this date.

Letter 1. April 11th, 1912 - from MCRR chieft engineer to MCRR engineer of MofW.  "The Wiscasset, Waterville & Farmington Railway Company thinks it very necessary that it should have a barge or flat boat about 20 feet wide and about 40 long taken into the bay behind the Railroad Company's embankment and wishes to have some arrangement made so that it may be taken under the stringers of the first bridge east of the crossing at Wiscasset.

I do not know whether the Railroad Company is legally liable to be compelled to permit the passage of this boat, but I should think it quite likely it might be.

Will you please to let Superintendent of Bridges and Buildings Watson look matters over in connection with S. J. Sewall, Manager of the W.W.&F.Ry.Co. to see if Mr. Watson thinks it at all feasible to cut out one bent of piling, let the boat through, and put a bent of trestle on top of the piles which might be used until it became necessary to take the boat out, after which time a new pile bent could be put in.

Mr. Sewall thinks that a small bridge crew could arrange to let this boat through some Sunday."

Letter 2 - April 13, 1912 To G. F. Black - Eng'r M of W Portland - "Dear Sir: - Replying to your letter of April 11th in relation to letting the pile driver outfit though our bridge at Wiscasset, Mr. S. J. Sewell, Manager of the W.W.&F.R.R., thinks they would like to have this skow put through about the first of May. I can arrange to remove a bent of piles in the bridge next east of Wiscasset station,(where we took out the iron girders), and let this skow through. We can do this at a small expense, and will arrange for it if you wish me to do so. Yours truly, P N Watson Supt. B&B"

Letter 3 - April 15th, 1912. To S. J. Sewall, Esq., General Manager, Wiscasset, Waterville & Farmington Ry. Co., Wiscasset Maine.

"Sir:- Superintendent of Bridges & Buildings Watson advises Mr. George F. Black, Engineer, Maintenance of Way that he thinks he can arrange to let your boat under the stringers of the first bridge East of Wiscasset railroad crossing in some manner which he talked over with you.

When you are ready to move this boat, please to give me a few days notice and Mr. Black will arrange to let your boat through under the stringers."

Letter 4 would appear to arrange the removal of the barge and pile driver after the work had been completed and is dated June 25th, 1912. " The Wiscasset, Waterville & Farmington Railway Company states it shall be ready to have its scow taken through or under the fist bridge East of Wiscasset next Sunday, 30th inst, about noon. - I know Superintendent Bridges & Buildings Watson arranged to let the boat through and understands just what is necessary to let it back. - I shall write S. J. Sewall, Manager, that Mr. Watson will have sufficient number of men on hand next Sunday to assist him to get his scow under the bridge."


 

12
Work and Events / Re: Trout Brook Bridge - Official Work Thread
« on: October 10, 2017, 09:33:08 PM »
I know that at least some of the wood structure was damaged by fire and replaced. Are these longer members original or replacements?

13
Work and Events / Re: Trout Brook Bridge - Official Work Thread
« on: September 12, 2017, 05:17:34 PM »
I may have jumped the gun with my above post. The B&MRR records state that the bridge was "rebuilt" in 1918. Other online sources would seem to suggest that it was replaced in 1918 rather than "rebuilt" . If it was in fact replaced rather than rebuilt the data I supplied above pertains to our bridges predecessor rather than our bridge

14
Work and Events / Re: Trout Brook Bridge - Official Work Thread
« on: September 12, 2017, 05:05:08 PM »
Super cool news about the bridge!

I have a collection of original handwritten B&MRR divisional bridge and culvert notebooks and found the following about the Moose River Bridge.

It seems to be referred to as both bridge number 262 and 1085, was 2/10 of a mile east of Gorham and was called a PONY HOWE TRUSS. It states that it had a 39’ 6” clear span with a 46’ overall length and was 20’ from the base of the rails to the ground. It gives a measurement of 17’ 11” c to c trusses.

A construction date of 1892 is given which is just about perfect for our history. “Cast iron blocks put in in 1896”. “Trusses boarded up”. “6 new HP(hard pine) floor beams, ties & guards new in 1905”. “5 10” x 16” floor beams renewed in 1914”. “Rebuild 1918”.

I took several photographs of the pages but don’t know how to resize them fit here. I can email them to someone who can resize them and add them to this discussion if they like.

15
Work and Events / Re: Mountain Extension - Official Work Thread
« on: June 05, 2017, 07:42:01 AM »
Mike - are there some good size rocks in the bottom of the washout which will need to be moved in order to lay the pipe? It's been several years since I've been down in there but that was my memory.

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