WW&F No. 11 - Official Work Thread

[Dante Lakin]

Oh weird, so I wasn't reading the spec sheet wrong! It's also interesting because as far as I'm aware (through videos by early railway historian Anthony Dawson), Planet of 1830 *did* have a gauge glass when constructed. Thanks for the insight!

[Keith Taylor]

Where is the spec sheet available?
I woud like to read it.

Keith

[Bill Piche]

It was common in the 1800s to run boilers on try cocks alone.  Water gauge glasses were an extravagant expense.  Loco 9 was also built this way, as I suspect all PoCo locos and most BLW ME 2 foot locos before SR&RL 10 or so. 

Blow up enough boilers by misreading try cocks, and they make laws requiring water glasses.  100 years later we assume life was always that way, but remember they also blew boilers up by sitting on levers of sprung-lever safety valves.  Good times.  Well, not for everyone I suppose.

See ya
Jason

Reading this I dug through the spec sheets again myself. What's interesting is that in volume 45 you can find SRRL 9, B&SR 7, and SRRL 23 all together on pages "158-162" (page 99-101 in the pdf).

The sheet for SRRL 9 shows no gauge glass in 1909, but the other two say to see a supplemental section that defines exactly the type installed on each. I find it odd that a 1909 entry is in with the 1913 entries, but maybe they were reprinting the record from a hand written copy or something?

I'd be willing to bet that since both railroads were independently owned they were less likely to want such luxuries on their locomotives. Once the Maine Central came in they updated plenty of things (knuckle couplers, air brakes on the SRRL, etc), so water glasses probably would have been included in those improvements.

Speaking of hand copies I also found the joint Sandy River 8/B&SR 6 order on page 185 of the Volume 30 pdf.

Where is the spec sheet available?
I woud like to read it.

Keith

WW&F's locos are on pages 40 and 41 of Volume 31.

[Keith Taylor]

Bill,
Volume 31 of what document?
I believe that the Power Boiler Act of 1915 required gauge glasses in addition to the tri-cocks.
So I suspect that No.7 would have had a gauge glass added at that time.
Keith

[Bill Piche]

Bill,
Volume 31 of what document?
I believe that the Power Boiler Act of 1915 required gauge glasses in addition to the tri-cocks.
So I suspect that No.7 would have had a gauge glass added at that time.
Keith

The Baldwin Locomotive Works archives. It has spec sheets for most of what the company built from the 1860s through the late 1930s. They're a bit tough to read for anything before 1908 though. Somebody switched them from hand written (in cursive) to block type at some point around then, so unless you can read cursive it's a bit hard to read.

Volume 30
https://sites.smu.edu/cdm/cul/extra/degolyer/rwy/BaldwinManuscripts/mss0061_02_30_opt.pdf
Volume 31
https://sites.smu.edu/cdm/cul/extra/degolyer/rwy/BaldwinManuscripts/mss0061_02_31_opt.pdf
Volume 45
https://sites.smu.edu/cdm/cul/extra/degolyer/rwy/BaldwinManuscripts/mss0061_02_45_opt.pdf

[Benjamin Richards]

... they also blew boilers up by sitting on levers of sprung-lever safety valves.

Literally the first steam locomotive in the world, Locomotion No. 1 of the Stockton and Darlington Railway, was blown up this way.

"On 1st July 1828, Locomotion [No. 1]’s boiler exploded at Aycliffe Level (NZ271225, now Heighington Station) during a stop for water. The driver John Cree died of his injuries two days later, and water pumper Edward Turnbull was maimed. The cause of the accident was attributed to the driver tying down the safety valve arm to prevent it rattling as the unsprung locomotive jolted along the track."

[Carl G. Soderstrom]

Will not try to remember names, but...

One of very first American Locos also exploded because the water tender/fireman

did not like the sound of steam escaping from safety valve.

The story goes that is why State Legislature required car with cotton bales between

engine and passenger carriages.

That is the story I remember from a lot of years ago.

[Keith Taylor]

Somebody switched them from hand written (in cursive) to block type at some point around then, so unless you can read cursive it's a bit hard to read.

Thanks Bill,
I am old enough that when I was first taught how to write, it was in cursive. And in fact when I write a letter or Christmas card to this day…it is in cursive writing!
Keith

[Benjamin Richards]

Will not try to remember names, but...
One of very first American Locos also exploded because the water tender/fireman did not like the sound of steam escaping from safety valve.
The story goes that is why State Legislature required car with cotton bales between engine and passenger carriages.
That is the story I remember from a lot of years ago.

Best Friend of Charleston, 1831.

[Bob Holmes]

We who are spoiled by computers can only marvel at those cursive spec sheets!  What an tedious and difficult job that must have been...

[Carl G. Soderstrom]

Thank You Benjamin

I was thinking that was the locomotive but did not want to say as it was

many years ago I read it.

[Ed Lecuyer]

BUILD LOCOMOTIVE 11 – AUGUST UPDATE!
Our latest Build 11 work session was held July 9 -11, 2024. Gordon Cook, Harold Downey and Rick Sisson spent a great deal of time preparing the main equalizer pedestals for installation. These components are located on the forward frame and support the main equalizers which pivot about a 2” pin. Here we see Gordon boring the 2” hole for a precise fit.



And here Harold is machining the bottom faces of the pedestal to line up with the frame:



Meanwhile Quentin Bethune was busy machining the lead truck wheelset to modify the wheel flanges to a proper narrow gauge profile:



We then turned our attention to the main spring hangers. These were again hot formed by bending to the correct shape using our flanging machine. We had previously formed one hanger during our last work session and completed the remaining three during this session. This is very exacting work because we have to ensure the holes at the end of each leg are precisely aligned to accept the pin that will join them to the main equalizers. Here we see Harold reheating one of the spring hangers:


And below we see the three new spring hangers alongside the driving box staples:


Finally we employed the entire Build 11 team to rivet the main equalizer pedestals to the forward frame. Here we see Gordon inspecting the tooling required to rivet the bottom rivets:


Our Hanna squeeze riveter is suspended upside down to reach the bottom rivets. This is the first time we’ve had the Hanna positioned this way but it did a good job nonetheless.

Jason Lamontagne was enlisted to drive the top pedestal rivets by hand, and we see the finished result below:



Meanwhile, our 2024 fundraising is continuing! To date we have received $24,553 (49% of the $50,000 goal for 2024). Will you be the one to contribute $447 to bring us halfway to our 2024 goal?

You can donate directly by check to the museum, use a credit card to donate through the gift shop, PayPal, or you can go to: www.build11.org

[Ted Miles]

The Best Friend of Charleston, a pioneering American built locomotive, is long gone but there is a working replica of in her in South Carolina. I forget just where the visitor center is found. I do not believe any one has held the safety valve down up to now.

TM WW&F Member who likes early locomotives.

[Ed Lecuyer]

BUILD LOCOMOTIVE 11 - Major Pledged Donation Received!

Today, we are pleased to announce a major donation towards the completion of WW&F Locomotive 11, a new-build reconstruction of WW&F no. 7, which was scrapped in the 1930s.



Two lifetime fans of the Maine two-footers, Gordon Fay and George Bartholomew, have pledged $15,000 to get the Build 11 project on track for completion. This means that we only need $2800 to make our 2024 fundraising goal! More importantly, we can now start outsourcing some of the work, allowing us to complete the locomotive sooner.

How can you help?


The Build 11 challenge coin ($11 donation) is available in person at our gift shop or online at: https://giftshop.wwfry.org/product/challenge-coin/661?cs=true

Or want a REAL challenge? Sign up to volunteer on the project! We are in need of additional craftsmen and machinists to help fabricate and assemble the locomotive. Inquire at info@wwfry.org or come by our open house on Saturday, Sept. 14th at 10am.



Author Michael Torreson has donated 200 SIGNED copies of his book: "Maine's Two-Footer Railroads: The Linwood Moody Collection" to be sold in our gift shop (online or in person) with 100% of the proceeds going to fund locomotive no. 11!

Get your signed copy (for a donation of $24.99) at: https://giftshop.wwfry.org/product/maine-s-2-er-rrs-the-linwood-moody-collection/696

Speaking of signing... sign up to volunteer at the WW&F at:  https://wwfry.org/all-activities/volunteer/

---

The "builder's plate" is like the locomotive's birth certificate. It is typically mounted on the side of the smokebox indicating where and when the locomotive was built. We have replicated WW&F no. 7's builder's plate in two forms to be used as fundraisers for locomotive no. 11.



This mini "builder's plate" is 3-D printed and available for a donation of $110. Get yours by making an online donation at: https://fundrazr.com/perks/6Sur7?ref=ab_a5atn6

Or, if you want something really big...



Our beloved, late Build 11 volunteer, Wayne Laepple oversaw the production of a limited number of full-size cast replica builder's plates of locomotive #7. We still have a VERY FEW of these still available for donations of $1100 (or more.)

Join the "31692 Club" and proudly display this plate in your office, den, or train room. While these can be ordered online at https://fundrazr.com/perks/bSuqf?ref=ab_a5atn6 you can also mail your donation (and avoid us covering the donation processing fees) to WW&F Railway Museum, PO Box 242, Alna, ME 04535. Be sure to indicate your donation is for Build 11 and that you would like a builder's plate.

Not into extra stuff? Be like Gordon and George and donate any amount online at www.build11.org - or use the address above.

Together, we can meet the challenge to accelerate locomotive 11's fabrication and assembly. Thank you for your interest and support!

---

PS: The build 11 team is working on the locomotive THIS WEEK. We'll be posting a work report wrap-up on our Facebook page shortly.

[Ed Lecuyer]

Build Locomotive 11 - October Update
We've been cooking up a brand new steam locomotive!

Here we are heating the lead truck equalizer during our Aug 13-15th work session. Gordon Cook, Harold Downey and Rick Sisson again used our flanging machine to form the “ears” at the end of the lead truck equalizer.



Drawing of the lead truck equalizer. Note the "ears" at the far end of the equalizer beam.



Harold had prepared the end of the equalizer by milling a ½” slot. We then heated the area, clamped the equalizer in the flanging machine and used a sledge hammer to drive a forming tool that we designed and assembled into the slot.



Harold forms the slot using the tool we designed.



After a succession of heats we completed the forming operations.



The completed equalizer "ears".



After allowing the equalizer to cool overnight, Joe Monty drilled and bored the hole that will receive a pin connecting the equalizer to the lead truck pivot pin.



Quentin Bethune was able to turn the lead truck pivot pin bushing, another component of the lead truck suspension.



Finally, Jason Lamontagne welded bosses to the lead truck lower radius bar. Harold machined these and Harold, Gordon and Rick match drilled the lead truck pedestals to the lower radius bar.



Harold machining the lead truck lower radius bar.



Rick and Harold drilling the lead truck pedestals of the lower radius bar.



During our September 10-12 work session, Gordon Cook brought components he had machined at home which will enable us to tram the locomotive. This entails running a wire from the center of the bore at the front of each cylinder to a point located at the rear end sill backer plate. The wire will be carefully aligned with the center of the cylinder bore and will provide a reference to locate, and machine, the driving box shoes and wedges.

The front of the cylinder. The wire will pass over the small brass pulley and be tensioned by fastening a weight to the wire.



At the rear of the frame a small brass bushing is used to precisely locate the taut wire.



Gordon also spent some time drilling holes in the forward frame to attach driver brake hangers.



Harold Downey and Rick Sisson were able to mill one of two slots in the transverse equalizer. These slots will be hot formed to form the required “ears” as we did last month for the lead truck equalizer.



Qunitin Bethune brought to the shop the lead truck pin that he machined at home. So, we had to tie the lead truck equalizer to the lead truck pin and bushing.



Rick Sisson drilled and reamed holes for, and attached, the lower radius bar cross tie. Noah MacAdam used his large mill to accurately place mounting holes in the lead truck frame. We positioned the lead truck frame on the lower radius bar to check the fit. Quentin will perform additional machining operations on the lead truck frame in his shop.



Harold and Rick formed the perimeter angle curved corners. Rick prepared the pieces and clamped them in position for welding. The perimeter angles are the last components included in the rear frame.



We are currently requesting quotations from foundries for piston, crosshead and rear couple components to be delivered next year. In order to expedite production, we are asking the foundries to source 3D printed molds which will add to our costs. Our 2024 fundraising is continuing! To date we have received $48,668 (97% of the $50,000 goal for 2024). Remember, you can still donate directly by check to the museum, use a credit card to donate through the gift shop, PayPal, or you can go to: www.build11.org