Track Schematics – the Wiscasset line

This series of track schematics were produced by Trevor Marshall in 2007 as part of his mid-term re-design for his On2 Somerset & Piscataquis Counties RR layout, and were originally published on the groups Fotopic site. Trevor drew them up to enhance his understanding of the operations of the smaller Maine Two Footers and to demonstrate the relative simplicity of their facilities. They are not to scale and where the track work changed over time, they generally represent the largest variant. Note that the original intent of these track schematics was as model railroad LDE’s (Layout Design Elements) rather than as historically or prototypically correct representations.

Click here to view Trevor Marshall’s On2 Somerset & Piscataquis Counties RR layouts on another page.

The Wiscasset line operated from 1895 until 1933 between the Maine towns of Wiscasset, Albion, and Winslow, but was abandoned in 1936.

The line began operating to Weeks Mills on February 20, 1895, as the Wiscasset and Quebec Railroad. The line was reorganized in 1901 as the Wiscasset, Waterville and Farmington Railway, and completed a branch line from Weeks Mills to the Kennebec River at Winslow intending but failing to connect with the Sandy River Railroad at Farmington. This branch line operated from 1902 to 1916 before it was abandoned.

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The Lower Yard was around milepost minus 1

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This station was milepost 0.0.

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The Upper Yard was around milepost 1

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Milepost 4.8

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Top of the Mountain was around milepost 6.

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Milepost 9.1

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Head Tide Pit was around milepost 10.5

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Milepost 13.3

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Milepost 17.4

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Milepost 20.4

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Milepost 20.4

WWF-12-Windsorc

Milepost 23.0

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Weeks Mills was at Milepost 28.2

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Milepost 31.0

WWF-15-Palermoc

Milepost 32.9

WWF-16-Chinac

Milepost 38.0

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Milepost 43.5

The branch line to Winslow was built in 1901 as an ill fated attempt to connect with the Sandy River Railroad at Farmington, but only reached the Kennebec River at Winslow. The branch operated from 1902 until 1916 before it was abandoned.

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Milepost 31.5

WWF-19-EastVassalboroc

Milepost 36.5

WWF-20-NorthVassalboroc

Milepost 39.1

WWF-21-Winslowc

Milepost 42.7

 

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Tin roofs and colour schemes

Tin roofs and colour schemes, edit date: 04-06-2015 Grantham 1, updated 13-11-2015.

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Key Points

As this is a long post, we present some of the key points that will be expanded further in the post;-

With only a few exceptions, all Maine Two Foot equipment; freight, passenger, and locomotives were roofed with tin sheeting. There is a misconception that canvas or tarpaper was used. Jeff Bissonnette

The exceptions are the rail autos/buses. G Kohler HOn30 response

Don’t run for the hills… the point is that the vast majority of Maine two-foot equipment had tin roofs. Some have tried to argue/”speculate”/justify whatever… that equipment had “tarpaper” or some other treatment. The bottom line is that all of the surviving equipment (that wasn’t Edavillized or covered with asphalt roofing material at Phillips) still have their original tin roofs. This is a testament to both the longevity of the material and the reason why it was chosen over other roofing materials in the first place. Chris McChesney

Standard practice was to coat the tin seamed roof with a preparation referred to as “red lead”, and this preparation was most likely mixed up on site from a paint base (boiled linseed oil?), binders and pigment (the red lead itself). Red lead is the common name for the mixed oxide of lead (Pb3O4) which in its pure state is a bright almost virulent orange colour. When mixed as a paint locally, various correspondents have indicated that colour can appear as anything from orange through to brown, and it has been described as “fugitive” ie rapidly changing. Wes Ewell, Bob Schlechter & others.

Red Lead is similar to the SR&RL “Freight Car Red” but is absolutely flat. This red is not like Floquil’s “Boxcar Red”. I use Floquil’s “Oxide Red” for roofs, sometimes cut with white for older cars. Chris McChesney

SR&RL “Freight Car Red” – This red is not like Floquil’s “Boxcar Red”, which is way too brown and is a match for D&RGW’s boxcar red. Chris McChesney
The closest out of the bottle color I have found is ATSF Mineral Brown. G Kohler 12/12/12 MaineOn2

15-12-2016: Check out David Keith’s posting “Search for SR&RL freight car red” using currently available (in the USA) paints. Click here to view on another page.

By the end of operations, the tin roofs on Maine two-foot freight cars were a dark brown rust color because… their red lead paint jobs were not maintained and the tin rusted! Chris McChesney

Roof walk boards were normally left unpainted. Painted wood and rain lead to slippery conditions. Wet, raw wood weathered with raised grain is much safer for a brakeman to walk on… especially when a train is in motion. Chris McChesney.

List of Contents

The tin roof: its use on prototype rail vehicles, structures and the tin materials.

Modelling tin roofs, a selection of modellers methods from the Yahoo! groups.

Prototype “red lead” and Maine Two Foot “boxcar red”.

What is red lead?

Modeling Red Lead

Boxcar color- Freight cars and models

Commercial paints available in the Maine Two Foot era

Prototype Paint Schemes, selection by road name and vehicle type presented on the Yahoo! groups.

The tin roof; its use on the prototype rail vehicles, structures and the tin materials.

The tin roof; its use on the prototype rail vehicles.

With only a few exceptions, all Maine Two Foot equipment; freight, passenger, and locomotives were roofed with tin sheeting. There is a misconception that canvas or tarpaper was used. Jeff Bissonnette

The exceptions are the rail autos/buses. G Kohler HOn30 response

Don’t run for the hills… the vast majority of Maine two-foot equipment had tin roofs. Some have tried to argue/”speculate”/justify whatever… that equipment had “tarpaper” or some other treatment. The bottom line is that all of the surviving equipment (that wasn’t Edavillized or covered with asphalt roofing material at Phillips) still have their original tin roofs. This is a testament to both the longevity of the material and the reason why it was chosen over other roofing materials in the first place. Chris McChesney

The pieces have a lip on one side and the top. They are nailed at the edges. The next piece is applied over the nails and then the lip of the first piece is bent over the seam, covering the nails. Finally a bead of solder is run into the seam. The porch roofs on my 1932 house are done the same way and the seams are still as tight as the seams in a tin can. Jim Pasquill.

The tin roof; its use on structures 

The metal panels were probably not pure tin, but “terne” which is tin-plated steel. When the tin plating wore off, the underlying steel would rust. See recent photos of the Strong creamery for a good example of this phenomenon. Note that the roof on that building is 97 years old and has been painted a few times. Wesley Ewell, December 2012.

Tin roofs hold up better on a building then on a car. The car begins to flex during movement as it loosens with age. This cracks the solder seals. The result is bad roof leaks — a problem we are fighting currently at the wide-gauge East Broad Top. Lee Rainey

The tin roof; the tin materials

There are three possible candidates for the tin sheet material in a historical context, tin coated steel, zinc coated steel and terne plate. Terne plate was sheet steel coated with a lead/tin mix. Modern research has shown that the lead/tin ratio varied widely, and that contemporary accounts at the time of initial building of the Maine Two Footers and their rolling stock did not distinguish between tin coated steel, zinc coated steel and terne plate. Terry Smith, December 2012.

Based on a report from Gary Kohler that the underside of a piece of boxcar roof in his collection “is as bright as the day it was made” suggests that it was made from what we would now classify as tin coated steel, as both zinc coated steel and terne plate would go dull as they aged. Terry Smith, December 2012.

Bob Troup has mentioned 30 and 32 gauge in a posting he made about tin roofs that he has seen while refurbishing cars at the SR&RL Museum. Depending upon the material and the exact gauge scale referred to (unspecified in the posts) the actual thickness of the tin sheet material could range from around .008 inches to around .013 inches. These seem low/thin to me, but an actual measurement would be valuable. Terry Smith, December 2012.

Roof walk boards were normally left unpainted. Painted wood and rain lead to slippery conditions. Wet, raw wood weathered with raised grain is much safer for a brakeman to walk on… especially when a train is in motion. Chris McChesney. However, a later posting suggests that some roof walk boards were painted – and this has been observed in some museum restorations.

Tin sheet comments from Bob Troup:

The common tin size was 14″ x 20″ with 5/16″ seams bent over, interlocked with the adjoining sheets, and soldered (flat seam soldered). As each sheet was applied it was either tacked through the seam (Laconia), or a tin strip typically 3 inches long and perhaps 1/2 inch wide hooked into the seam which was in turn tacked to the roof (Portland Co.). Roof edges were tacked to the trim or weather board every inch. On passenger cars this is not visible because a drip strip was soldered over these tacks (actually formed to a mini gutter over the platforms). Yes, all tin roofs were on a steel substrate, 30 gauge – perhaps 32. Forming compound curves on passenger car corners is a bear particularly if the steel has too much temper. You can roll the sheets to form a compound curve, then at the very corners bend a “hospital corner” just as you would on a bed sheet and hammer it until it lays down the way you want it – tack in place and solder to hide.

But, SRRL Box 155 had a mix of 14×20 and 20×28 sheets with a manufacturer’s stamp that dates to its original build date. Portland Co. ran out of one size of tin perhaps???

Laconia coaches were, and are, definitely tin. The Lower portion of roof is 14 x 20 5/8 sheets while top of clerestory is the conventional 14×20.

Historically, tin roofing was sold by the basebox = 112 sheets of 14×20 tin. For roofing tin, the plating was 4 – 5 lbs per basebox. They still talk about the plating in terms of lbs/basebox even though it is only sold on rolls now. Now it is all electroplated to about 0.25 lb/basebox which is not even close to adequate for roofing. The original process was a dipped plating and the practical dip tank held a 14×20 sheet. Galvanized material took over for roofing, but is not solderable once the zinc oxide layer forms.

All of the tin comments are based on my experiences re-roofing boxcar 155 (completed) and SRRR Coach 5 (in process), including careful measurements before I started.

Bob Troup, Secretary, SR&RL RR Museum, 2006.

SR&RL Boxcar #155 Tin roof – original and replacement at the SR&RL Museum

The following set of pictures and plans are published here courtesy of Bob Troop and Els Gray, and show the original tin roof of SR&RL boxcar #155, and its replacement at the SR&RL Museum in 2006.

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The underside of the original roof covering. Note the bright appearance (contrast to the exposed surface) and the tacks/nails protruding from the seams.

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Els Gray produced these sketches from dimensions taken by Bob Troup as an aid to modellers.

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B&SR;- My own observations (Bridgton boxcars) are that the “central” or longitudinal seam appears to be much more obvious than the crossways seams. I don’t know if this is because of different seam constructions or simply a trick of the light. Panels appear to be square, and sized 18″ x 18″. Terry Smith, February 2005.

WW&FR Boxcar Tin roofs

An off-board discussion has led me to look into the question of how boxcar tin roofs were laid, and what the pattern of seams seen should be. The revised edition of Jones and Register’s “Two Feet to Tidewater” shows a picture on page 217 of the Whitefield wreck, taken from the top of boxcar 509. The picture in the revised edition is not as clear as that shown in original copy, but shows two longitudinal seams on one roof panel (ie half the total car width) and it appears that the transverse seams are quite close together on either side of the longitudinal seams, (ie not staggered by half the panel length as is suggested by the B&SR practise). On page 368 there is a bill of materials for an order of 10 boxcars, which turn out to be the 30 foot boxcars numbered in the series 65 to 74 built by the Portland Company in 1906. The bill shows “Tin to cover 2200 sq ft of roofing. 133 sheets to one car. 112 sheets in box” Order shows 12 boxes Tin 14″ x 20″.” Doing some figuring equating the area of each sheet with the total area specified shows that the seams used 5/8″ material from each of the four sides of the piece of tin, making the laid panel clear size 12 ¾ ” x 18 ¾” separated by 5/8″ seams if single lapped. The evidence from the picture of the Whitefield wreck suggests that this car (if it used the same size tin sheet) had the sheets laid with the long dimension of the sheet laid lengthways along the car, and that the transverse seams were only a couple of inches out of line across the car. In contrast, a picture of car 502 on its side on page 45 of Kohler and McChesney “Narrow Gauge in the Sheepscot Valley” volume IV appears to show only one longitudinal seam along the lower roof half, and the individual panels appear narrower along the length of the car compared to the width (making due allowances for the relative angles), and the transverse seams appear to staggered by half a width in the two rows. This pattern could occur if the sheets are laid with the long dimension of the sheet across the car roof with the shorter dimension along the car roof. The half panel staggering is also seen in the lower picture on page 48 of the same book. Some of the pictures could be interpreted differently, and often the detail is lost in highlights etc. If anybody has other (and better) pictures and/or alternative interpretations then please post a reply. Looks like any Wiscasset modeller who wants to model tin roofs is going to have fun! Terry Smith, January, 2007.

Prototype Wiscasset tin roof panel

The following set of photographs come from Marcel Levesque and show a section of tin roofing salvaged from a farmer’s field near the Albion Station site.  Marcel writes “Stories say that two cars were brought to the field and attached together to make a livestock shed.  This section of roof material was salvaged about 10ish years ago.  It either comes from box #82 or flanger #202 which were both on site from the inventory of rolling stock taken.  It will probably answer some questions and most likely raise more……..”.

These photographs are noteworthy for showing clearly the details of the seams, the angled folded corners to each “square”, the tacks which hold the tin square down and the laying pattern of offsetting the transverse seams by half a width in the next row.

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View of the underside.

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View of the underside. Note the tacks used to attach the tin to the roof.

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View of the underside.

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View of the underside. Note the tacks used to attach the tin to the roof and the angled folded corner.

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View of the exposed top surface of the original roof.

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View of the exposed top surface of the original roof. Note how flat the seams appear.

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View of the folded seam from the top, note the tack head not quite covered by the fold.

Modelling tin roofs, a selection of modellers methods presented on the Yahoo! groups.

Gary Kohler wrote: There is an excellent article by Mark Hall on “Building Metal (Tin) Boxcar Roofs” in M2FQ Vol 3-1, 1997, and another by Gary Kohler on rusted tin roofs in M2FQ Vol 47 1995.

Jeff Bissonnette wrote:Gary Kohler came up with a good way to do this, and I modified it some to make it a little more convenient (IMO) for modelling.  Gary suggested Mylar, but I switched to Evergreen 0.005″ thick styrene sheet. What to do is simple. I laid out the 18″ and 27″ divisions on the styrene using a soft pencil. Then place the sheet of styrene over a sheet of basswood. Using some sort of ball ended scriber (ball point pen, or a rounded off scriber), “draw” the panels into the styrene using light pressure. The basswood sheet underneath supports the material, but still allows the scriber to force a fine line into the styrene. The last step is to heavily scribe the roof peak into the sheet so that the “tin roof” can be bent to match the pitch of the car roof. Use ACC or epoxy to glue to the car roof, and once dry, trim off the excess. This technique works well for HOn2/n30, but looks especially good for Sn2 cars. If you’re not crazy about using styrene, craft stores carry small rolls of 0.002″ thick copper sheets that would work just as well, maybe better. The problem with aluminium foil is that it is so thin and is easily torn or distorted. Another method is to scribe the panel pattern onto an existing resin or styrene car roof, then apply aluminium tape (used for duct work) over the entire surface. Burnish with a soft stick or “Q”-tip and it gives a really nice effect. You can even carefully trim the material so it can be bent over the edges, just like the prototype cars. A recent communication from a museum (think it was Sandy River) had a report that the superintendent had ordered tin sheets 18″ x 27″ to re-roof something. M2FM had an article years ago that said that they were roughly 18″ x 27″ panels. Though some Maine Two-Foot cars had smaller panels as well. It depends on the car and even the era modelled for any one car.

In 2006, there was a flurry of postings on the Maine On2 Yahoo! group which reported what various modellers were doing or suggestions to use for representing metal seamed roofs;-

Bill Kerr: I do not use foil. I build in styrene, so I use .010” x .020” styrene strips to simulate the seams. After gluing down, I sand the strips down to almost nothing.

Elliott Thomas suggested: Try the silver tape used in ductwork (not duct tape!) It is thin, and goes on easily. It will take paint and is available at many larger hardware stores.

Doug Rowe added: I have read that some folks use the aluminium tape that air conditioning & furnace repairmen use to seal ducts- not “Duct Tape.” This stuff is like aluminium foil with a sticky back, and comes in rolls.

Keith Gutshall: I use the foil disposable cookware from the supermarket. The foil is thicker than the rolls and tools very good. The cookie sheet yields the most flat stuff to work with. Goo or a similar contact glue would work best, because a flexible glue seems to work best with the metal and the wood.

Terry Smith: I use two methods, either a styrene roof panel and then add chart tape for seams, and use paint applied by brush to soften the hard edge and as extra “glue” or I have used the same panel as a master, adding the roof walk supports, and then casting urethane complete roof sections using an RTV silicone rubber mould. I have heard of using paint or varnish as a fixative for metal foils in plastic kit building.

The picture below shows the taped seam roof on the right (and historically incorrect representation of tarpaper roofs central and left).

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In June 2007 Trevor Marshall wrote about using “embossing foils”, which he then cut into individual pieces and glued to the sub-roof to produce overlapping seams,  shown  below.

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Shortly afterwards Terry Smith used the same materials, (ArtEmboss by Amaco, in particular #50068T; light aluminium) to produce an embossed half roof panel which he then copied in urethane resin using RTV Silicone Rubber moulds for his own 26 foot B&SR boxcars. The two pictures below show one of these roofs under directional lighting (both from the right) in order to show how the lighting emphasises the seams along and across the roof differently.

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In 2010/2012 John Rogers wrote: I use stained glass copper foil with an adhesive backing in the 3/8” width size, cut to length. It works great. Apply it to wood that has been sealed with two coats of clear brushing lacquer and it will adhere very well. After it is on, I put a coat of brushing lacquer over the copper to help keep it from peeling up at the edges. A picture showing this technique on a caboose roof is shown below.

 

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In early 2013 Terry Smith posted a summary of his foil roof experience to the Maine On2 group after a number of offboard questions;-

When I first started out on my Maine On2 modelling journey around 1990, I tried using domestic aluminium cooking foil to represent metal roofs, as suggested by Peter Barney in his SRCS kits, but I could not get it to work for me. I found it way too fragile and too prone to unintended embossings and it also shows glue thickness variations. Standard UK domestic aluminium cooking foil is only 0.015mm/.0006” thick, which is too thin for this type of application. That’s when I started to use a replacement styrene roof panel plus self adhesive chart tape to represent the seams. The tape is Letraline by Letraset and the writing on the cassette is 3005 .5mm black flex 3112. I bought mine 20+ years ago and I’m not sure if it’s still made or available.

Then sometime after I joined this group (Maine On2 Yahoo! group), way back in the 2002/03 period, Bill Kerr published a picture of a SR&RL metal roof from Jeff Bissonette (the heading photo of this posting) which opened my eyes to just how subtle the seams needed to be, and then sometime around the 2006/07 timeframe, Trevor Marshall mentioned the Amaco ArtEmboss materials.

I have trialled a number of the Amaco metals and thicknesses;-

50063M; medium pewter, 0.17mm/.007” thick, weighs 122 grams per 9¼” x 12” sheet.

50067S; medium aluminium, 0.17mm/.007” thick, weighs 26 grams per 9¼” x 12” sheet.

50068T; light aluminium, 0.09mm/.0035” thick, estimated weight 13 grams per 9¼” x 12” sheet.

Pewter is really nice for its finish and ease of embossing, but I found it rather heavy and floppy to use for a single/one half roof panel. It’s great as a replacement for the soft metal foil that I used to get from Drambuie bottle tops which I used in the past for representing lead roof flashings on roofs.

Although I really like the way the pewter foil embosses and takes impressions, I find the easiest material to work with is the thin aluminium sheet. This is lighter and stiffer and so I can work with pieces that are one piece for boxcar roofs.

I also find it simpler to make a master of the embossed foil (glue it down to a piece of styrene) in order to make a mould because then the resultant urethane part has permanent ridges which are pretty obviously immune to handling damage in a way that the embossed foil itself is not (and of course further copies can be made easily).

The picture below shows the urethane roof that Terry has recently made for a Wiscasset 65-74 series boxcar, with the long edge of the tin “squares” across the roof.

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My piece of the thicker aluminium foil (Amaco medium) is pretty much intact, nearly a full sheet, so obviously I have not used it much. I think that I found it too thick for my embossing style and procedures, in comparison to the light aluminium, and perhaps too stiff as a sheet to ensure that it laid flat over a styrene sheet as a master pattern.

The Amaco aluminium foils have a matt, almost brushed surface finish both sides. The pewter has an almost polished finished, but it is not a mirror finish.

I also bought some copper foil/shim 0.09mm/.0035” thick from a different source and found that it was also a usable material for embossing, impressions and handling but was much more difficult to trim, especially at the edges, with a modelling knife and therefore lost out to light aluminium and pewter. It was also more difficult to remove mistakes and unintended embossings from this material than light aluminium and pewter.

None of the metal foils have shown glue lines when using a medium thickness ACC (Green label, Zap-a-Gap Medium CA+ by Pacer) to glue them down over styrene.

Prototype “red lead” and Maine Two Foot “boxcar red”.

What is red lead?

A number of correspondents (including Wes Ewell and Robert Schlechter) have confirmed that standard practice was to coat the tin seamed roof with a preparation referred to as “red lead”, and indicated that this preparation was more than likely to have been mixed up on site from a paint base (boiled linseed oil?), binders and pigment (the red lead itself). Red lead is the common name for the mixed oxide of lead (Pb3O4)which in its pure state is a bright almost virulent orange colour. When mixed as a paint locally, the correspondents have indicated that colour can appear as anything from orange through to brown, and it has been described as “fugitive” ie rapidly changing.

By the end of operations, the tin roofs on Maine two-foot freight cars were a dark brown rust color because… their red paint jobs were not maintained and the tin rusted! This is abundantly evident in the Bridgton & Harrison DVD available from Gary Kohler. There are a couple of shots taken from the roofs of boxcars that will provide perfect color tone and weathering information. Chris McChesney

Question – what color for red lead?

Answer 1: I am a scenic painter in the theater and majored in historic paint formulas of the early period of electric light. Red lead is a color that is all over the board. It ranges from flame oranges to brown. The color was made by a couple of different methods each resulting in a vast array of hues. Add to this variation that red lead (also known as minium) was harshly affected by acrid coal smoke it is almost impossible to speculate on a correct red. UV rays seriously affected the color as it aged and a painted piece could have many variations of the same pot color. Add again the fact that lead and tin may have been mismatched as finish coat and substrate a wide variety of colors could appear.

What am I really saying? Red lead was not a set formula but a purpose made color which changed from pot to pot and from day to day in use. Variations in modeling will present the railroad in everyday use. Unless we all agree to model a specific moment in time we can all have red roofs that are “correct”.

If some one has a sample, a very close color match could be calculated and we could discuss it using a Munsell number, giving us all access to viewing a matched sample then choosing our own shade of red. Brian Goodman

Answer 2: As far as “What is true “Red Lead?” that’s like asking to correctly identify/match “Barn red”. The best you can do is compare what few color photos we have to black and white images and try to draw some logical conclusions. Gary Kohler and I have been collecting samples and analyzing Maine 2-foot colors (and trying to match them in our models) for years. If you really want to see and judge colors for yourself, buy one of Gary’s color CD’s. My favorite is the “Bridgton & Harrison Ry. Video and Photos from 1939-1941.” In a previous post someone erroneously used the word “colorized” to describe the images. Make no mistake, the color in this DVD not colorized like a painted postcard. The color is from real color slides taken by a railfan in the early ’40s. Gary purchased the original slides from a friend of the deceased photographer. The B&H slides are the best color Maine two-foot images we have ever seen. Period. There is no “shifting” or contrast that occurs with copy slides. These aren’t copy slides and Gary hasn’t run them through Photoshop or anything goofy like that (the naysayers need to give it a rest). So, If you want to see the wide range of reds you described (and excellent examples of weathering)… heck if you want to see the best real 2-foot color period, get a copy. No one will have to speculate about UV, coal acridity, chemical reactions with the tin substrate etc. etc. anymore. Chris McChesney

Answer 3: If you review your Sandy River & Rangeley Lakes RR Museum newsletters you will find a series of articles about the stripping of the Sandy River/SR&RL Laconia passenger car in preparation for restoration. In the article, it states that the ORIGINAL color of the paint applied to the TIN roof of the coach was found! It survived because it was in a protected location. The article states that this color is best matched to “Red Lead”. Red Lead is similar to the SR&RL “Freight Car Red” but is absolutely flat. This red is not like Floquil’s “Boxcar Red”. Floquil’s boxcar red is way too brown and is a match for D&RGW’s boxcar red. I use Floquil’s “Oxide Red” (sometimes cut with white for older cars) for roofs. Also in the Sandy River Railroad Museum article, they found an area of the coach that had ORIGINAL green paint on it. The area is the wood found directly behind the brass bell cord sleeves found at the end of the cars above the doors. This color was the color applied at the Laconia car works. The brass bell cord sleeve was applied later. The article states that the original color is indeed best matched to Floquil’s “Brunswick Green”. Chris McChesney

Answer 4: Two-foot coaches, in general, were maintained better and the Red Lead is visible in many SR&RL and B&H coach shots even immediately after abandonment (including the earliest Kodachrome postcards series of the Edaville fleet). If you own one of these postcards of the Rangeley, you will notice that the car sides have been restored and repainted but the Red Lead on the tin roof was left alone. There are dents and areas of bare metal seen in many places on this ORIGINAL roof. Later, this roof was painted by Edaville in I believe black. Chris McChesney

Modeling Red Lead

Red Lead is similar to the SR&RL “Freight Car Red” but is absolutely flat. I use Floquil’s “Oxide Red” (sometimes cut with white for older cars) for roofs. Chris McChesney

I use oxide red with some caboose red mixed in. The red lead that I used to paint my rowboats with when I was a kid was more of a Chinese red, but varied a lot depending upon how thoroughly you stirred it. Wes Ewell

Boxcar color- Freight cars and models

The SR&RL requisition sheets state, “Freight Car Red”. Nothing is more accurate than the real thing and since I’ve found a good piece of existing paint, un-weathered, I have been able to come up with a formula that I feel, as well as others who have seen it, is 98% accurate.

You will need the following paints: Floquil Polly S Metal Primer, Floquil Polly S Roof Red and Model Masters (Acrylic Enamel) Desert Sand. The formula is as follows: Three parts Metal Primer, two parts Roof Red and a touch of Desert Sand. This will get you an almost perfect colour match. For a slightly weathered colour, add a touch of Model Masters Flat White.

SR&RL freight cars were lettered with White Lead. excerpt from Brian Carters page information provided by Gary Kohler, take link for more details.

The SR&RL “Freight Car Red” color is similar to Red Lead, and not like Floquil’s “Boxcar Red”. Floquil’s boxcar red is matched to D&RGW’s boxcar red and is way too brown for a Maine Two Foot freight car  – edited from Chris McChesney

The closest out of the bottle color I have found is ATSF Mineral Brown. G Kohler 12/12/12 MaineOn2

15-12-2016: Check out David Keith’s posting “Search for SR&RL freight car red” using currently available (in the USA) paints. Click here to view on another page.

Commercial paints available in the Maine Two Foot era

Bob Schlechter has sent some useful background information: most paint colors prior to 1940’s were not available ready mixed off the shelf as they are today. My grandfather and father were painters by profession and they had to make up colors by adding tinting colors from a tube of concentrate color. It was a very difficult task to match colors exactly unless one was a very good professional. This accounts for the many variations that resulted.

White lead, linseed oil and turpentine were the starting point of any color for painting wood. Red lead was the starting point for painting metals.

Time and weathering can also account for the variations in shades as not all equipment was painted at the same time.

Prototype Paint Schemes, selection by road name and vehicle type as presented on the Yahoo! groups.

SR&RL Selected Rolling Stock

Cream/Dairy car information – Freight

SRRR #19 was lettered CREAM CAR. The only photos I have (or have seen) of #21 show it numbered only #21 on each side of door. No cream car, no dairy car, no milk car, no dairy/milk ice cream car.

Numbers 19 and 21 had full length door stops to allow running with doors open. It is not clear if 19 had an end door, but many early cars did. Number 21 became SR&RL 59 and still exists today. Number 21 had ladders on sides — for some reason. HOWEVER, it did retain this feature on the SR&RL (as number 59) until the early 1920s. This was later changes to conform to standard SR&RL practice.

What is unique about 21/59 is that it had ladders and roof platforms on both ends of the car sides. However, the later photos showing this car 21 numbered as 59 indicate that the extra ladders and roof platforms were removed at some point so it looks like any other boxcar. Jim red_gate_rover

SR&RL #145 was lettered DAIRY PRODUCTS centered top/bottom, left/right to the right of the door. Number 145 did not have an end door. All cars had standard boxcar doors, no ice hatches, roof ventilators, chimneys, etc. Gary Kohler response on HOn30 group

SR&RL 17 & 18 ex SRRR 5 & 6

A Sandy River Railroad Museum article state they found an area of the coach that had ORIGINAL green paint on it. The area is the wood found directly behind the brass bell cord sleeves found at the end of the cars above the doors. This color was the color applied at the Laconia car works. The brass bell cord sleeve was applied later. The article states that the original color is indeed best matched to Floquil’s “Brunswick Green.” Chris McChesney

Non-revenue Equipment

Caboose – Non-revenue equipment

Cabooses had tin roofs.

The SR&RL, as well as all Maine 2-foot roads, used tin for roof coverings. Caboose 556 (Phillips, ME) still has its original tin roof. The roofs were all painted red lead. Tarpaper would not stand up in the severe Maine winters. Gary Kohler

Cabooses had red trucks.

Underbodies WERE NOT painted. Metal parts may have been, but I have not found proof. It appears that trucks were painted red when new. Gary Kohler

Internal green color

A very good approximation of the light green used inside engine cabs and cabooses on the Maine two-footers is Polly Scale No. 505254 Br. Sky (Type S). Wesley J. Ewell

B&SR/B&H Selected Rolling Stock

B&SR tank car color. – Freight

Editors note 04-06-2015; there is currently an unfinished conversation on the Maine On2 Yahoo! group on this subject, the results of which will be added at some time in the future.

The B&SR tank cars were never painted black! The earliest known photo (1905) clearly shows gray or silver tank on a standard flat car (the B&SR used Princes Brown (Red Oxide my guess)). All later photos, including about a half a dozen color images clearly show silver/gray tanks with the SOCONY in black. The Moody photo in question that has caused everyone to jump on the “black” band wagon was taken in shadow and appears black due to all the rust! Color photos taken the same year show silver/gray tanks. Gary Kohler.

This article is being discounted as erroneous about the black tank color? Narrow Gauge & Short Line Gazette Sept/Oct 1979 Peter Barney did an article on Painting Two-Foot Gauge Cars. One interesting point Barney says B&H tank Cars were “Tank” Flat car box red with natural wood decking. Tank “At first painted black with white lettering, and white ends with black lettering. Later tanks were off-white to gray with black lettering. By the end of the railroad the tanks had no lettering.” Walter Orloff

It is as with most things, publish, and new information may come to light contradicting your conclusions of your research. The listing is not meant as negative reflection on the great work Peter has done for the Maine Two Footers.

Bob Schlechter on Bridgton Tank Car Colours:  I studied the potential colors of the B&SR RR tank cars #21 and 22. In later years they were likely repainted silver/aluminium or black (Edaville) as some date. Early photos in their prime is not silver but likely the Standard Oil light warm gray.

See photo bottom of page 234 in Jones’ “Two Feet to the Lakes”. Those tank cars are not silver or black and lettering isn’t black either but likely Standard Oil’s blue. The date of the photo’s is around 1920 or 21, shortly after tank #22 arrived on the scene.

Wes Ewell on B&H rail car colours; I picked up a color print of the B&H railbus 3 at one of the West Springfield shows and was surprised to see how it was
painted. I always assumed it was green with a red lead roof and black hood. In this photo the hood, frame and trucks are freshly painted gloss black; the body is faded boxcar red and the roof appears to be silver or aluminium paint.

Wes Ewell on B&SR Loco  colours;

Question, did any B&SR Forneys come with a gray (Russian Iron) boiler and/or varnished wood cab?

I believe the B&SR engines Hinckleys 1 & 2, Portlands 3 & 5 and Baldwin 6 were all delivered with russian iron boiler jackets and painted cabs.  – Wes Ewell

W&Q/WW&FR Selected Rolling Stock

trrc01

Rod Coombs supplied this picture of a GME WW&FR #6 to show the Brunswick Green colour used on many Maine Two Foot passenger cars.

WW&F #6 Baggage/Mail/Smoker painting

Question: Anyone have the best color to paint this car circa 1915? The best I can find is coach green (any idea on that color) to freight car red. Also what color is chrome yellow? Thanks, Paul Buhrke

Answer: This is an interesting question and I’ve thought about the answer for some time, too… But seriously: Unfortunately, I haven’t yet seen a photo of this car from that era. Apparently the noted 2-ft.-authorities also don’t have one either. The following notes come right out of memory as my 2-ft.-stuff is already packed for an upcoming move.

What I have is a contact print from the original glass plate taken at the J&S plant. On this one, the car seems to be very dark. I believe this color was called pullman green. I think somebody (Gary K.?) once described it as a mix between dark green and black. Of course the fancy original lettering was there.

After Carson Peck bought the WW&F in 1906, it has been written that the passenger cars received a fresh coat of green paint. Once again, I haven’t seen any photos of the combine from that time, but there is one of matching coach “Vassalboro” (originally #5), showing it lettered as “WW&F _RY_” and numbered as “12”, thus dating the photo post-1906/7. In this photo, the coach body is painted in a lighter color. This can’t be a negative or print deterioration, as the image also shows an engine tank, and this one is clearly painted in a very dark (probably black) color. The roof color can’t be determined easily, but is very light. Contrary to the original appearance (where the clerestory window area was painted dark), roof and clerestory window area are painted the same color (!). It seems to be much lighter than the roof red found on the coach at the WW&F Museum (although I don’t know how close this is towards the original color). Therefore, I seriously believe the roof area might have been painted silver or aluminum… I think the photos showing the Peck inspection train (taken around 1907?) support this.

The described photo (I think it has at least been published in Peter Barney’s WW&F volume) may also fit in your timeframe because the eastern (riverside) stall of the Wiscasset engine house had already received its rear doors (they weren’t in place when the building was built around 1906).

The statements of this car being painted (some sort of) yellow or freight car red belong IMO to later eras: When a group of railfans visited Albion around 1930 (photos are in the Sirman collection), #6 was painted in a noticeable lighter color than following passenger/RPO-combine 7. It seems to be a bit too light for being freight car red. This leads me to the conclusion that at that time #6 was just primed and put back into service. Compared to primer colors here in Germany, this could explain the yellow.

Towards the end of operations, #6 seems to have received a fresh coat of freight car red paint. There is a color slide of the overturned car bodies in Wiscasset’s upper yard showing this clearly. Of course, I’m always interested in discussing other opinions. Wolf-Jobst Siedler

WW&FR Freight car lettering stencil

George Dutka has posted a picture showing a prototype WW&FR lettering stencil on his Modeling Maine in Narrow Gauge blog. Click here to view on another page.

 

 

 

Prototype Information: the Wiscasset locomotives

The notes on individual locomotives were originally collated and published by Chuck Collins, and are re-published here with his permission. The introduction, updates and formatting for this blog by Terry Smith.

The Wiscasset line 

The Wiscasset & Quebec railroad was originally chartered in 1854 under the somewhat grandiose idea of using the port of Wiscasset to supply the Canadian Territory of Quebec with an ice free seaport. After a couple of re-organisations, the company finally started to raise money in 1890 and started construction of a Two Foot line in 1894. By the end of 1895 the line had reached Albion, a distance of 43½ miles from Wiscasset, and finally reached Burnham in 1897 (a further 11 miles from Albion).

The Wiscasset line went through a number of financial crises and owners. It was built as the Wiscasset & Quebec which had it’s first re-organisation in 1901, becoming the Wiscasset Waterville & Farmington Railroad. Another crisis in 1906 resulted in a further re-naming this time to the Wiscasset Waterville & Farmington Railway which had the additional benefit of not requiring any re-painting of stock lettered simply with the initials. As far as we are aware, no locomotives were re-numbered as a result of these changes.

The line always appeared to be in financial troubles and scrabbled for traffic and revenues. It was bolstered by a Mail Service Contract and a milk train servicing the farmers of the Sheepscot Valley and allowing them to sell their milk in the Portland and Boston markets. For the last chapter of it’s operating life it was owned by lumberman Frank Winter to transport his forest holdings to market. A train derailing south of Whitefield in the morning of 15 June proved to be the end of the line. No actions were taken to return the locomotive to the two foot rails. The Mail Service was temporarily supplied by a small motor van until the Post Office Authorities cancelled the contract. The line was abandoned, and then the main line rails were removed and sold for scrap in 1934 after a paint company called in an attachment on them.

The company was never officially dissolved, and it was re-activated in 1989 by current day preservationists to develop into the current WW&F Museum.

 

W&Q #1, WW&FR #1

Purchased from the Sandy River as their #3. 

This locomotive served as Sandy River #3 (1883 – 1894).

Wiscasset & Quebec #1 (1894 – 1901).

Wiscasset Waterville & Farmington Railroad #1 (1901 – 1906).

Wiscasset Waterville & Farmington Railway #1 (1906 – 1916).

 

Porter #565 built 4/1883 as Sandy River #3.

Configuration: 14 ton inside frame 0-4-4RT
31″ diameter 130psi boiler
9″x14″ cylinders
38″ drivers
Rear tank carried 550 gallons water & 1 ton wood.

This was the least successful 2 foot gauge engine design to operate in Maine. Its frame was long and rigid in comparison to the contemporary Hinkley pattern later used by Portland, and 38 inch drivers raised the center of gravity. Derailed easily and was especially troublesome on newly laid track. Used as a standby engine for the Sandy River, Franklin & Megantic, and Phillips & Rangeley railroads. Rebuilt to burn coal when sold to Wiscasset & Quebec Railroad as W&Q #1. Used as Wiscasset & Quebec construction engine beginning in September 1894. Used as standby engine following delivery of W&Q #2 and #3 from Portland in November 1894. Little used following discontinuance of service on Winslow branch in 1912. Scrapped in 1916 and boiler used as a culvert in Whitefield.

W&Q #2, WW&FR #2

Portland #626 built 10/1894 as Wiscasset & Quebec #2.

20 ton inside frame 0-4-4RT
34″ diameter 140psi boiler
10.5″x14″ cylinders
31″ drivers

This locomotive served as

Wiscasset & Quebec #2 (1894 – 1901).

 Wiscasset Waterville & Farmington Railroad #2 (1901 – 1906).

 Wiscasset Waterville & Farmington Railway #2 (1906 – 1937).

One of a pair of engines built for the Wiscasset & Quebec Railroad. Some historians suggest these engines repeated the design of Phillips & Rangeley #1, but Portland data indicates they were longer, and no data survived from Wiscasset. Estimated specifications above assume similar boiler and running gear on an extended frame to accommodate a larger tank for the longer distances of the Wiscasset, Waterville & Farmington Railroad. Renumbered Wiscasset, Waterville & Farmington #2 in 1901. Became the preferred passenger engine until Wiscasset, Waterville, & Farmington #7 was delivered in 1907. Stack height reduced from 50″ to 36″ on 2 December 1911. Used as a Wiscasset yard engine after 1912. Fitted with electric headlight in 1921. Worn out by 1932 and scrapped in 1937.

W&Q #3, WW&FR #3

Portland #627 built 10/1894 as Wiscasset & Quebec #3.

20 ton inside frame 0-4-4RT
34″ diameter 140psi boiler
10.5″x14″ cylinders
31″ drivers

This locomotive served as

Wiscasset & Quebec #3 (1894 – 1901).

Wiscasset Waterville & Farmington Railroad #3 (1901 – 1906).

Wiscasset Waterville & Farmington Railway #3 (1906 – 1937).

One of a pair of engines built for the Wiscasset & Quebec Railroad. Some historians suggest these engines repeated the design of Phillips & Rangeley #1, but Portland data indicates they were longer, and no data survived from Wiscasset. Estimated specifications above assume similar boiler and running gear on an extended frame to accommodate a larger tank for the longer distances of the Wiscasset, Waterville & Farmington Railroad. Initially the preferred engine until damaged in wrecks. Wrecked on a construction train at Coopers Mills on 21 December 1894. Cab destroyed by another wreck in January 1896. Renumbered Wiscasset, Waterville & Farmington #3 in 1901. Stack height reduced from 50″ to 36″ on 2 December 1911. Used as a Wiscasset yard engine after 1912. Fitted with electric headlight in 1921. Worn out by 1932 and scrapped in 1937.

WW&FR #4

Porter #2497 built 3/1902 as Wiscasset, Waterville & Farmington #4.

Configuration: 24 ton inside frame 0-4-4RT
33″ diameter 150psi boiler
11″x16″ cylinders
33″ drivers
Rear tank carried 800 gallons water & 3/4 ton coal.

This locomotive served as

Wiscasset Waterville & Farmington Railroad #4 (1904 – 1906).

 Wiscasset Waterville & Farmington Railway #4 (1906 – 1937).

Modified the design of Bridgton & Saco River #4 to include an extended metal cab enclosing the rear tank. Purchased to handle construction of the branch to Waterville. Became the preferred engine on the Wiscasset to Winslow main line following completion of the branch. Cab extension over the tank was cut away after the engine derailed and rolled over at Head Tide on 8 August 1905. Wrecked again in a derailment on Carlton Brook bridge in Alna on 12 September 1905. Used as a standby engine after Wiscasset, Waterville, & Farmington #6 and #7 were delivered in 1907. In 1910 the battered metal cab was replaced by a new wooden cab. Fitted with electric headlight in September 1920. Worn out in 1932 and scrapped in 1937.

 WW&FR #5

Purchased from the Bridgton & Saco River (their #2) in 1907.

This locomotive served as

Bridgton & Saco River #2 (1882 – 1907)

Wiscasset Waterville & Farmington Railway #5 (1907 – 1912)

 

Hinkley #1564 built 10/1882 as Bridgton & Saco River #2. 

15 ton inside frame 0-4-4RT
33″ diameter 140psi boiler
9″x12″ cylinders
30″ drivers
Rear tank carried 600 gallons water and 3/4 ton coal.

This locomotive was one of two using Hinkley’s Billerica and Bedford design revised to reflect Sandy River experience. Used as a standby engine on Bridgton and Saco River. Sold to Wiscasset, Waterville, and Farmington 1907 as Wiscasset, Waterville & Farmington Railway #5. Used as the Wiscasset yard engine. Locomotive scrapped and boiler used to heat Wiscasset shop following crown sheet damage in 1912.

WW&FR #6

Baldwin #31691 built 9/1907 as Wiscasset, Waterville & Farmington Railway #6.

Configuration: 26 ton outside frame 2-6-2
40″ diameter 180psi boiler
12″x16″ cylinders
33″ drivers
Tender weight estimated at 16 tons, but capacity unknown.

This locomotive served as Wiscasset Waterville & Farmington Railway #6 (1907 – 1937)

This engine followed the design of Sandy River #8 with a shorter tender. The engine was one of two purchased by Carson Peck for his newly acquired Wiscasset, Waterville & Farmington Railway. It became the preferred freight engine. Derailed by excessive speed and rolled over at North Whitefield on 7 May 1915. Fitted with electric headlight and Southern valve gear in 1920. Rolled off soft roadbed south of Albion on 4 April 1927. Used in mixed train service until 1930. Burned in the Wiscasset engine house on 15 December 1931 and scrapped in 1937.

WW&FR #7

Baldwin #31692 built 9/1907 as Wiscasset, Waterville & Farmington Railway #7.

Configuration: 28 ton outside frame 2-4-4RT
41″ diameter 180psi boiler
11.5″x14″ cylinders
33″ drivers

This locomotive served as Wiscasset Waterville & Farmington Railway #7 (1907 – 1937)

This engine was a Baldwin modification of Bridgton master mechanic Mel Caswell’s design for Bridgton & Saco River #6. Baldwin specified outside frames and smaller drivers to improve stability. The engine was one of two purchased by Carson Peck for his newly acquired Wiscasset, Waterville & Farmington Railway. It became the preferred passenger engine. Fitted with electric headlight in 1920. It was used in mixed train service until burned in the Wiscasset engine house on 15 December 1931. Scrapped in 1937.

WW&FR #8

Purchased from the Kennebec Central (their #3) in 1932.

This locomotive served as

Portland #624 built 4/1892 as Bridgton & Saco River #3.  

Kennebec Central #3 (1922 – 1932) and  

Wiscasset Waterville & Farmington Railway #8 (1932 – 1937)

Portland #624 built 4/1892 as Bridgton & Saco River #3.

19 ton inside frame 0-4-4RT
35″ diameter 140psi boiler
10″x14″ cylinders
31″ drivers
Rear tank carried 600 gallons water & 3/4 ton coal.

Bridgton’s master mechanic Mel Caswell had Portland Company modify the design they had used for Phillips & Rangeley #1 and two Sandy River engines. This engine was purchased to increase the number of daily trains to Bridgton. It was the preferred engine until Bridgton & Saco River #4 was delivered in 1901. Used as a standby engine following delivery of Bridgton & Saco River #7 in 1913. Sold to Kennebec Central 10 August 1922 as Kennebec Central #3. Used as the preferred Kennebec Central engine until service was discontinued 29 June 1929. Purchased by Frank Winter and moved to Wiscasset in 1932. Renumbered Wiscasset, Waterville & Farmington #8 and used as the preferred engine until wrecked at Whitefield 15 June 1933. The wreck caused abandonment of the Wiscasset, Waterville, & Farmington Railroad. The locomotive was scrapped at the wreck site in 1937.

WW&FR #9

Purchased from the Kennebec Central (their #4) in 1932.

This locomotive served as

Sandy River #5 (1890 – 1908).

Sandy River & Rangeley Lakes #6 (1908 – 1925).

Kennebec Central as KC #4 (1908 – 1925).

Wiscasset, Waterville & Farmington #9 (1908 – 1925).

Currently at the WW&F Museum. 

 

Portland #622 built 5/1891 as Sandy River #5 N. B. Beal.

18 ton inside frame 0-4-4RT
34″ diameter 140psi boiler
10.5″x14″ cylinders
33″ drivers
Rear tank carried 600 gallons water & 3/4 ton coal.

This engine was a repeat order for the design of Sandy River #4. Purchased to handle lumber traffic being produced by mills on the newly completed Phillips and Rangeley Railroad. Used as the Sandy River freight engine until Sandy River 2nd #2 was delivered in September 1893. Overturned at Strong in December 1892, and repaired with a new cab January 1893. Burned in Phillips 19 June 1897 engine house fire. Engineer Will Barker was killed when this engine was hit and overturned by a standard gauge engine at the Farmington diamond on 20 December 1897. Used as the Franklin & Megantic freight engine from completion of repairs in February 1898 until the former Laurel River & Hot Springs Mogul was purchased in February, 1900. Then used as the Franklin and Megantic passenger engine. Renumbered Sandy River & Rangeley Lakes #6 in 1908. Overturned with passenger train south of Salem Summit 23 January 1917. Electric headlight installed 13 December 1921. Sold to the Kennebec Central as KC #4 in 1925 and used as their standby engine until discontinuance of service in 1929. Purchased by Frank Winter and moved to Wiscasset in 1932. Renumbered Wiscasset, Waterville & Farmington #9 and used as the standby engine until discontinuance of service on the Wiscasset, Waterville and Farmington in 1933. Purchased by a railfan and moved to Connecticut in 1937.

 

 

Passenger car models availability by prototype roadnames;- W&Q and WW&FR

Wiscasset Passenger car re-numbering                  Rev 0                          09-12-2013

The Wiscasset line had an interesting corporate history which meant that the company changed its name several times, so that the equipment was re-lettered and occasionally re-numbered throughout the period of operations. The first table below shows the numbers that the passenger stock carried at various times as well the eventual disposal.

First number

Build date

Style

W&Q #

1895-1901

WW&F Railroad #

1901-1906

WW&F Railway #

1906-1916

WW&F Railway #

1916-1933

Notes

1

1894

Baggage/Mail/Express

1

1

1

1

2

1894

Coach

2

2

2

11

3

1894

Coach

3

3

3

Sold to B&SR 1912

4

1894

Smoker/Combine

4

4

Destroyed by fire 1901

5

1901

Coach (Vassalboro)

5

5

12

6

1901

Combine (Taconnet)

6

6

2

7

1901

Excursion

7

7 (*)

3

Converted to Combine 1907

The table below uses the first number of the table above to simplify entries.

Wiscasset Passenger cars                          Rev 0                                       08-12-2013

RR

#

Type

Model Builder

Notes

Current status

Builder

Date

WW&F

WW&F

1 Combine

Deerfield River(**/#)

scrapped 1937

scrapped 1937

Jackson & Sharp

1894

WW&F

2 Coach

Deerfield River(*/**/#)

re-num to #11

scrapped after 1933

Jackson & Sharp

1894

WW&F

3 Coach

Deerfield River(*/**/#)

re-numbered as #10?, then to B&SR, Edaville, Portland & Wiscasset

WW&F Museum as W&Q #3

Jackson & Sharp

1894

WW&F

4 Coach

Deerfield River(*/**/#)

Purchased as a smoking car. Later rebuilt as a combination car

scrapped 1937

Jackson & Sharp

1895

WW&F

5 Vassalboro Coach

Deerfield River(*/#)

re-num to #12

scrapped 1937

Jackson & Sharp

1901

WW&F

6 Taconnet Smoker/RPO/Baggage

Deerfield River(*/#)

re-num to #3 (2nd)

scrapped 1937

Jackson & Sharp

1901

WW&F

7 ExcursionCombine rebuilt in 1906 into a combination RPO and passenger car

scrapped 1937

Jackson & Sharp

1901

Deerfield River Laser make 36 foot Quik-Kits (coded * in this table), 46 foot kits (coded ** in this table) and 6 foot 6 inches wide ends (coded # in this table). See the Deerfield River Laser Two foot page for further details (note that the link below will take you straight to this page, use your browser back arrow to come back here);-

http://www.deerfieldriverlaser.com/CarsSidesList.html

Locomotive models available by prototype roadname; Wiscasset, Waterville & Farmington

Railroad

Loco #

 Locomotive

Manufacturer

min radius

Notes

WW&F

roster info  WW&F Museum Carter

 WW&F

1

Forney 0-4-4T cn565  transferred W&Q #1

 WW&F

2

Forney 0-4-4T Portland cn626

 Hobbybarn 577-19

etch

 WW&F

3

Forney 0-4-4T Portland cn627

Hobbybarn 577-20

etch

 WW&F

4

Forney 0-4-4T Porter cn2497

 WW&F

5

Forney 0-4-4T Hinkley Purchased from B&SR #2 1912.

 WW&F

6

Prairie 2-6-2 Baldwin cn31691

 WW&F

7 (early)

2-4-4T Baldwin cn31692

Car Works/Art Models

model

 42″?

 WW&F

7 (late)

2-4-4T

Car Works/Art Models

model

 42″?

 WW&F

8

Forney 0-4-4T Portland cn624* Purchased KC #3 1933

 WW&F

9

Forney 0-4-4T Portland cn622

NJ/CB -GOM (SR&RL #6)

model

33″

Purchased KC #4 in 1933, sold to Ramsdell, moved to WW&F Museum, model built as SR&RL #6

WW&FR; Historic list of plans

Historic Wiscasset drawings list; this list of drawings was last updated on the 18th December 2003.

RR Description Reference source yr-mo Vol-issue pg-
W&Q Snow Plow, complete w/framing Finelines  1969/07 v06#02 pg-8 Robinson, John E
W&Q Flanger #201 M2FQ  2001/09 v7#1 pg-13 Siedler, Wolf-Jobst
W&Q Coach #4 drawing Two Feet to Tidewater                 pg-253 Derr, John T.
WW&F Boxcar NGSL  1988/01        pg-56
WW&F Maine Two-Foot Flatcars RMC  1971/07        pg-20 Frary, Jim – Hayden, Bob
WW&F Two-Foot Gauge Freight Trucks – swing motion Two Feet to Tidewater  1997/02 v02#03 pg-2 Kohler, Gary
WW&F Flatcar #10 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-73 Carroll, Alan
WW&F Boxcar #41 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-75 Estey, Clyde
WW&F Flatcar #42 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-73 ?
WW&F Flatcar #50 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-74 ?
WW&F Milk Car #65 drawing Two Feet to Tidewater                 pg-242 Derr, John T.
WW&F Boxcar #67 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-76 Estey, Clyde
WW&F Boxcar #67 drawing Two Feet to Tidewater                 pg-243 Derr, John T.
WW&F Boxcar #80 (with end doors) M2FQ  1998/08 v04#01 pg-8 Siedler, Wolf-Jobst
WW&F Boxcar #80 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-76 Carroll, Alan
WW&F Boxcar #82 M2FQ  2002/   v07#04 pg-11 Siedler, Wolf-Jobst
WW&F Boxcar #82 drawing M2FQ  2002/06 v07#04 pg-11 Siedler, Wolf-Jobst
WW&F Flatcar #101 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-74 Carroll, Alan
WW&F Flatcar #116 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-75 ?
WW&F Flatcar #118 drawing Two Feet to Tidewater                 pg-242 Derr, John T.
WW&F Boxcar #303 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-78 Estey, Clyde
WW&F Boxcar #309 drawing Two Feet to Tidewater                 pg-244 Derr, John T.
WW&F Boxcar #312 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-77 ?
WW&F Boxcar #503 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-77 Estey, Clyde
WW&F Two-Foot Gauge Freight Trucks M2FQ  1997/02 v02#03 pg-2 Kohler, Gary
WW&F Albion Potato House drawing Industries and Operations of the Maine Two-Foot Gauge Railroads Volume VIII                 pg-62 Powell, Fourtin
WW&F Albion Potato House drawing Industries and Operations of the Maine Two-Foot Gauge Railroads Volume VIII                 pg-63 Powell, Fourtin
WW&F loco #1 0-4-4T  Porter drawing The Wiscasset, Waterville, and Farmington Railway                 pg-72 Barney, Peter
WW&F loco #4 NGSL  1985/09        pg-80
WW&F loco #4 0-4-4T  Porter drawing Stories from the Two Foot Gauge                 pg-82 Crittenden, H. T.
WW&F loco #4 0-4-4T Porter drawing Two Feet to Tidewater                 pg-236 Crittenden, H. T.
WW&F loco #5 0-4-4T  Portland drawing The Wiscasset, Waterville, and Farmington Railway                 pg-72 Barney, Peter
WW&F Loco #6 2-6-2 NGSL  1988/03        pg-50
WW&F loco #6 2-6-2 Baldwin drawing Two Feet to Tidewater                 pg-237 Crittenden, H. T.
WW&F loco #7 2-4-4T Baldwin drawing The Wiscasset, Waterville, and Farmington Railway                 pg-72 Barney, Peter
WW&F loco #7 2-4-4T Baldwin drawing Two Feet to Tidewater                 pg-238 Crittenden, H. T.
WW&F loco #8 0-4-4T  Portland drawing Two Feet to Tidewater                 pg-239 Crittenden, H. T.
WW&F loco #9 0-4-4T  Portland drawing Two Feet to Tidewater                 pg-239 Crittenden, H. T.
WW&F Flanger #201 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-79 ?
WW&F Flanger #202 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-79 ?
WW&F Building caboose 301 of the WW&F M2FQ  2001/12 v06#02 pg-12 Siedler, Wolf-Jobst
WW&F Caboose #301 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-78 Barney, Peter
WW&F Caboose #301 drawing Two Feet to Tidewater                 pg-245 Derr, John T.
WW&F Plow #401 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-81 Barney, Peter
WW&F Plow #402 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-81 Barney, Peter
WW&F RPO/Baggage #1 drawing Two Feet to Tidewater                 pg-248 Crittenden, H. T.
WW&F Coach #3 drawing Two Feet to Tidewater                 pg-249 Derr, John T.
WW&F Combine #4 drawing The Wiscasset, Waterville, and Farmington Railway                 pg-80 Barney, Peter
WW&F Coach #5 drawing Two Feet to Tidewater                 pg-250 Crittenden, H. T.
WW&F Coach #6 drawing Two Feet to Tidewater                 pg-251 Crittenden, H. T.
WW&F Combination #7 drawing Two Feet to Tidewater                 pg-252 Crittenden, H. T.
WW&F Map showing r-o-w sites the Maine Two-Footers  1959/          pg-00insert Moody, Linwood W.
WW&F Albion engine house drawing Structures of the Maine Two-Footers                 pg-29 Barney, Peter
WW&F Albion station drawing Structures of the Maine Two-Footers Volume I                 pg-24-25 Barney, Peter
WW&F Albion-Crosby Tank drawing The Wiscasset, Waterville, and Farmington Railway                 pg-83 ?
WW&F Alna Center Flag Stop drawing Narrow Gauge in the Sheepscot Valley – Volume I                 pg-80 Siedler, Wolf-Jobst
WW&F Alna Center freight station drawing Structures of the Maine Two-Footers                 pg-31 Barney, Peter collection
WW&F Alna Center station drawing Structures of the Maine Two-Footers                 pg-31 Barney, Peter collection
WW&F Cooper’s Mill Water Tank drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-107-109 Siedler, Wolf-Jobst
WW&F Head Tide Section House drawing Narrow Gauge in the Sheepscot Valley – Volume I                 pg-90 Siedler, Wolf-Jobst
WW&F Head Tide Station drawing Narrow Gauge in the Sheepscot Valley – Volume I                 pg-97 Siedler, Wolf-Jobst
WW&F Head Tide water tank drawing Structures of the Maine Two-Footers Volume I                 pg-44-45 Powell, Fourtin
WW&F Hilton General Store drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-105-106 Siedler, Wolf-Jobst
WW&F North Whitefield Station drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-101 Siedler, Wolf-Jobst
WW&F North Whitefield Station drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-102 Siedler, Wolf-Jobst
WW&F North Whitefield Station drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-103 Siedler, Wolf-Jobst
WW&F Palermo Station drawing The Wiscasset, Waterville, and Farmington Railway                 pg-82 ?
WW&F Sheepscot Depot (2nd) drawing Narrow Gauge in the Sheepscot Valley – Volume I                 pg-77 Siedler, Wolf-Jobst
WW&F Sheepscot Station drawing The Wiscasset, Waterville, and Farmington Railway                 pg-83 ?
WW&F Week’s Mill Freight Shed drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-110-111 Siedler, Wolf-Jobst
WW&F Weeks Mill Freight House drawing Structures of the Maine Two-Footers Volume I                 pg-37 Barney, Peter
WW&F Weeks Mill Station drawing Structures of the Maine Two-Footers Volume I                 pg-34-35 Barney, Peter
WW&F Weeks Mill Watertank drawing Structures of the Maine Two-Footers Volume I                 pg-32-33 Barney, Peter
WW&F Weeks Mills freight house drawing Structures of the Maine Two-Footers                 pg-35 Barney, Peter
WW&F Weeks Mills station drawing Structures of the Maine Two-Footers                 pg-34 Barney, Peter
WW&F Whitefield iron bridge M2FQ  2000/03 v05#03 pg-9
WW&F Whitefield Iron Bridge maintenance shed drawing Structures of the Maine Two-Footers                 pg-39 Carroll, Alan
WW&F Whitefield Station drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-99-100 Siedler, Wolf-Jobst
WW&F Wiscasset Car shops, drawing Structures of the Maine Two-Footers                 pg-56
WW&F Wiscasset coal shed drawing Structures of the Maine Two-Footers                 pg-48 Barney, Peter
WW&F Wiscasset Enginehouse drawing Narrow Gauge in the Sheepscot Valley – Volume I                 pg-114-117 Siedler, Wolf-Jobst
WW&F Wiscasset  Pier station drawing Structures of the Maine Two-Footers                 pg-40 Barney, Peter
WW&F Wiscasset Coal Shed drawing Structures of the Maine Two-Footers Volume I                 pg-48-53 Barney, Peter
WW&F Wiscasset Car Shops drawing Structures of the Maine Two-Footers Volume I                 pg-56-63 Barney, Peter
WW&F Wiscasset Pier Station drawing Structures of the Maine Two-Footers Volume I                 pg-40 Barney, Peter
WW&F Wiscasset  watercrane drawing Structures of the Maine Two-Footers                 pg-42
WW&F Hilton General Store drawing Narrow Gauge in the Sheepscot Valley – Volume II                 pg-104 Siedler, Wolf-Jobst

The Book list – Part 7 – The W&Q/WW&FR

ww&frbk1

Maine Two Foot Railroad Books

Author

Year

Library #

W&Q/WW&F

 Revision date: 31 August 2013
General Orders WW&FR Co. 1911 8 pages, 5 x 7½, reprinted in 1972 by The Baggage Car
Albion On The Narrow Gauge Ruby Crosby Wiggin 1964 282 pages, 9×6
Big Dreams and Little Wheels Ruby Crosby Wiggin 1971 104 pages, 5½ x 8½, LOC 77-149640
1976 104 pages, 5½ x 8½, ISBN 0892720255
1992 Little Guy Press; 104 pages, 5½ x 8½,
The WW&F Two Footer, Hail and Farewell Clinton F. Thurlow 1964 110 pages, 5½ x 8½
The Weeks Mill “Y” of the Two Footers Clinton F. Thurlow 1964 64 pages, 5½ x 8½
Wiscasset, Waterville & Farmington Railway of the Sheepscot River Valley 1895 to 1933. Rundlette Kensell Palmer 1978
Crying over a look back to the Wiscasset, Waterville & Farmington Railroad Rundlette Kensell Palmer 1996 228 pages
Vol 2 – The Wiscasset, Waterville and Farmington Railway – A Technical and Pictorial Review  Peter S. Barney 1986 88 pages, 8½ x 11
Vol 1 – Structures of the Maine Two Footers SR&RL, WW&F Peter S. Barney 1988  64 pages, 11x 8½, LOC 88-71314
Vol 8 – Industries & Operations of the Maine Two-Foot Gauge Railroads: Operations on the B&SR, Kennebec Central, WW&F and Monson Peter S. Barney 1997 84 pages, 11 x 8½, LOC 88-071314
Wiscasset, Waterville, & Farmington Railroad, A Pictorial Journey Vol 1, Wiscasset: Seaport of the Two Footers Peter S. Barney 2010 98 pages, 8½ x 5½, 179 photos & drawings
Wiscasset, Waterville, & Farmington Railroad, A Pictorial Journey Vol 2, Along the Sheepscot River Peter S. Barney 2011 112 pages, 8½ x 5½, 215 photos & drawings
Two Feet to the Tidewater – The Wiscasset, Waterville & Farmington Railway Robert C Jones & David L Register 1987 269 pages, 8½ x 11, ISBN 0-87108-729-4
Two Feet to the Tidewater – The Wiscasset, Waterville & Farmington Railway Expanded and Updated Edition Robert C. Jones & David L. Register 2002 386 pages, 8½ x 11, ISBN 0-9667264-3-X, Reprint
Narrow Gauge in the Sheepscot Valley Vol. 1- Wiscasset to Head Tide McChesney, Devos & Kohler 2001 M2FQ, 117 pages, 8½ x 11
Narrow Gauge in the Sheepscot Valley Vol. 2 – Whitefield to Weeks Mills Devos, McChesney & Kohler 2002 M2FQ, 114 pages, 8½ x 11
Narrow Gauge in the Sheepscot Valley Vol. 3 –  Palermo to Albion and the Winslow branch Kohler & McChesney 2003 M2FQ, 114 pages, 8½ x 11
Narrow Gauge in the Sheepscot Valley Vol. 4 – Equipment Kohler & McChesney 2004 M2FQ, 114 pages, 8½ x 11, LOC 2004097141
Narrow Gauge in the Sheepscot Valley Vol. 5 –  Locomotives McChesney & Kohler 2006 M2FQ, 120 pages, 8½ x 11, LOC 2005931054
Narrow Gauge in the Sheepscot Valley Vol. 6 –  Passenger cars McChesney & Kohler 2008 M2FQ, 104 pages, 8½ x 11, LOC 2005931054
Wiscasset, Waterville & Farmington Musings Ellis Walker 2003 112 pages, 8½ x 11