{"id":182,"date":"2014-06-27T18:26:53","date_gmt":"2014-06-27T22:26:53","guid":{"rendered":"http:\/\/wordpress.wwfry.org\/?page_id=182"},"modified":"2021-01-04T16:54:43","modified_gmt":"2021-01-04T21:54:43","slug":"locomotive-9-2","status":"publish","type":"page","link":"https:\/\/wordpress.wwfry.org\/?page_id=182","title":{"rendered":"WW&F Locomotive No. 9"},"content":{"rendered":"
<\/div>\n

\"\"<\/a>Newly restored WW&F locomotive No. 9 December 5th, 2015 at Alna Center, the first day No. 9 travelled under steam over our restored Railway. It was a first test run, in anticipation of a public debut during Victorian Christmas later that month.\u00a0 Stephen Hussar photo.<\/em><\/p>\n

WW&F locomotive No. 9 was built in 1891 by the Portland Company, Portland, Maine, for the Sandy River Railroad in Maine\u2019s Franklin county.\u00a0 It was the 622nd locomotive built by Portland and one of ten two-foot gauge locomotives built by that manufacturer.\u00a0 It is the only surviving steam locomotive from three of the five historic Maine two-foot gauge common carrier railroads:\u00a0 The Sandy River & Rangeley Lakes; Kennebec Central; and Wiscasset, Waterville & Farmington.<\/p>\n

What follows is a history of the locomotive, followed by the work required to return her to service after last steaming in 1933\/4.<\/p>\n

On the Sandy River Railroad<\/h5>\n
\"\"
Sandy River Railroad No. 5 moving past some early Sandy River Railroad boxcars, probably during the 1890s. WW&F Railway Museum archives.<\/figcaption><\/figure>\n

The Sandy River Railroad received its first Portland Company locomotive in the fall of 1890, builder\u2019s number 616, which became Sandy River No. 4.\u00a0 Sandy River\u2019s management must have been pleased with No. 4\u2019s performance, as they accepted builder\u2019s number 622 in the spring of 1891, which became Sandy River\u2019s No. 5.<\/p>\n

The Sandy River was a busy railroad, connecting with the two-foot gauge railroads Franklin and Megantic (F&M) at Strong and the Phillips and Rangeley (P&R) at Phillips, and providing a standard gauge connection with the Maine Central at Farmington.<\/p>\n

No. 5 performed adequately during its years of service but was damaged in several accidents and roundhouse fires.\u00a0 The locomotive briefly bore the name N. B. Beal<\/em> when it first arrived in honor of Nathaniel Beal, an officer of the Sandy River for many years.<\/p>\n

On the Sandy River & Rangeley Lakes Railroad<\/h5>\n
\"\"
SR&RL No. 6 in January, 1908 (right after the SR&RL consolidation), hauling an F&M flanger and at least two cars out of Strong Station. The two men are (l-r) fireman Charles French and engineer Dan Cushman. Photo courtesy of the Boothbay Railway Museum archives.<\/figcaption><\/figure>\n
\"\"
SR&RL No. 6, on the roundhouse tracks at Phillips. This picture clearly shows the newly painted engine. Photo courtesy of the Walker Transportation Collection.<\/figcaption><\/figure>\n

In 1908, the Sandy River merged with the Franklin & Megantic and Phillips & Rangeley railroads to become the Sandy River & Rangeley Lakes, thus formalizing a union that had informally been in place since their beginnings.\u00a0 With the consolidation, Sandy River No. 5 became SR&RL No. 6.\u00a0 Business was very good, and the newly numbered 6 was kept busy.<\/p>\n

However, as the years progressed and larger and larger motive power arrived, the smaller engines started to get put aside.\u00a0 The 0-4-4\u2019s couldn\u2019t compete with the 2-4-4\u2019s and the 2-6-2\u2019s for tonnage hauling.\u00a0 Eventually business began dropping off as well. Finally, in November of 1924, No. 6 was sold to the Kennebec Central Railroad, ending almost 35 years of service on the SR&RL system.<\/p>\n

\"\"
Years later, we see No. 6\u2019s days on the SR&RL are numbered. Here she is stored cold, on a side track some time prior to her sale to the Kennebec Central. The date is unknown. Photo courtesy of the Walker Transportation Collection.<\/em><\/figcaption><\/figure>\n
On the Kennebec Central Railroad<\/h5>\n
\"\"
The engine has been sold to the Kennebec Central, and now carries the number 4. We see her here spotted at the turntable in Randolph Yard. It’s between 1924 and 1929. Photo courtesy of Dick Bolt.<\/figcaption><\/figure>\n

On the KCRR, the new arrival was given the No. 4.\u00a0 Her task on this railroad was hauling the coal from the docks on the Kennebec River in Randolph to the Old Soldiers\u2019 Home in Togus, a distance of a little over five miles.<\/p>\n

Unfortunately, the coal contract was awarded to trucks in 1928, and the KCRR could not last long on the meager passenger income.\u00a0 The KCRR shuts its doors that year, and its two engines, Nos. 3 (also a Portland Company product) and 4, lay dormant until 1933, when the railroad was purchased by WW&F owner Frank Winter.\u00a0 Winter\u2019s goal was the two operational engines. Both locomotives were hauled by flatbed truck in mid-winter overland to Wiscasset, the first such move of flatbed trucks in Maine.<\/p>\n

On the Wiscasset, Waterville & Farmington Railway<\/h5>\n

KCRR No. 4 was renumbered to WW&F No. 9 and put into service.\u00a0 No. 9 operated intermittently over the road until early June 1933, when she was sidelined with a broken frame member.\u00a0 Sister locomotive No. 8 (the former KCRR No. 3) derailed on June 15, 1933, closing the railroad.\u00a0 No. 9 is thought to have operated one more time, in 1934 from Wiscasset to the Top of the Mountain in Alna to show prospective buyers the railroad.<\/p>\n

This locomotive was serendipitously saved from the scrapper\u2019s torch through the actions of a group of railroad enthusiasts in 1937, along with WW&F flatcar No. 118 and boxcar No. 309.\u00a0 It was brought to the farm of Frank Ramsdell in West Thompson, Conn.\u00a0 First Frank, and then his daughter Alice, cared for the locomotive until her death in 1994.<\/p>\n

No. 9’s Restoration to Service<\/h5>\n

Our Railway\u2019s Chief Mechanical Officer Jason Lamontagne shared the chronology of No. 9\u2019s restoration from this point forward in our March\/April 2016 WW&F Newsletter<\/em>, which is presented here:<\/p>\n

1970s:<\/em> WW&F Railway Museum founder Harry Percival befriends Alice Ramsdell, offering to perform light maintenance on No. 9 at her farm in Connecticut. He does so until Alice\u2019s passing in 1994.<\/p>\n

1995:<\/em> Alice\u2019s nephew and No. 9\u2019s new owner, Dale King, offers to allow the locomotive to return to the WW&F Railway.\u00a0 No. 9 returns to home rails just in time for the centennial celebration of the first revenue Wiscasset & Quebec Railroad train February 18th. \u00a0We have the honor of several guest speakers, including Dale King and then-governor (now Senator) Angus King (no relation).<\/p>\n

\"\"<\/a>No. 9 in the process of being loaded onto a trailer at the Ramsdell Farm in early 1995, in preparation for its return trip back to the WW&F.\u00a0 WW&F Railway Museum archives.<\/em><\/p>\n

1996:<\/em> Initial efforts at restoration are undertaken, including rehabilitation of the rear truck, fabrication of several small components, and hydrostatic testing of the boiler. Ultimately the locomotive is prepared for, and operated on, compressed air; this operation continues through 1997. These early efforts are led by Harry Percival, with help from Keith Taylor, Roscoe Woodman, Jason Lamontagne and several others.<\/p>\n

\"\"<\/a>No. 9 runs under compressed air in October 1996 with restored flatcar No. 118.\u00a0 She is seen near Brook Crossing curve, pointed southbound, within sight of Sheepscot Station.\u00a0 WW&F Railway Museum archives.<\/em><\/p>\n

1998:<\/em> The boiler is given an ultrasonic test by Jan Bihower and found to be unsuitable for service.\u00a0 Our Museum decides to work with owner Dale King to arrange a suitable long-term agreement to rebuild the locomotive with a new boiler.\u00a0 Museum President Larson Powell leads the effort to iron out these details.<\/p>\n

2000:<\/em> The agreement is finalized and fundraising begins. \u00a0Research is started on potential boiler builders.<\/p>\n

2004:<\/em> Fundraising has progressed to the point where we are confident we can fund the entire restoration.\u00a0 A request for bids to construct a new ASME-code boiler is sent to three potential builders.\u00a0 The lowest bid is obtained from Boothbay Railway Village; their close proximity and good working relationship allow us to have a close hand in the fine details of design and construction of the boiler, while keeping costs under control.<\/p>\n

2005:<\/em> Physical construction of the new boiler begins.<\/p>\n

2006:<\/em> The new boiler reaches 50% completion.\u00a0 With this, No. 9 is dismantled in preparation for close mechanical evaluation and restoration.<\/p>\n

2007:<\/em> A myriad of locomotive components are cleaned and inspected.\u00a0 The forward frame is stripped, and preparations made for repairing several areas of concern thereon.\u00a0 We conclude that the front and rear frames\u2019 connection via the boiler, an unsafe practice abandoned in later steam locomotive design, is not suitable for our restoration.\u00a0 Plans are made for a new steel casting to connect the frames; research is made for a supplier of this component.<\/p>\n

2008:<\/em> Work continues on the forward frame.\u00a0 Components of a new rear frame are cut out, assembled, and riveted.\u00a0 The frame connector casting is ordered.\u00a0 In an effort to reuse as many original parts as possible, Ed Gilhooley spends great effort on removing the smokebox from the original boiler.<\/p>\n

2009:<\/em> The frame connector casting is reviewed and found to be faulty.\u00a0 We arrange for and procure a replacement, and the original finds a role as a crane counterweight.\u00a0 Work commences on carefully machining the new unit\u2019s fit to the forward and rear frames.\u00a0 Boothbay Railway Village completes the new boiler; it arrives at Sheepscot Station in late summer. \u00a0After studying the now-freed original smokebox, we conclude that it\u2019s not salvageable.\u00a0 A replacement is ordered.<\/p>\n

2010:<\/em> The new smokebox is fit and riveted to the new boiler.\u00a0 We gather a good team for this including Dave Crow, Leon Weeks, Dana Deering, James Patten, Wayne Laepple and others.\u00a0 The cylinders are sent to Machinery Services of Wiscasset for boring and sleeve installation.\u00a0 After great difficulty in repairing the forward frame, we conclude that repair isn\u2019t feasible.\u00a0 We design and order a replacement.\u00a0 Zack Wyllie fits and installs the original sand dome and steam dome castings on the new boiler.<\/p>\n

2011:<\/em> Having received the new forward frame and the bored and sleeved cylinders, we begin erecting the frame.\u00a0 This begins with carefully aligning and joining the frame casting to the rear frame.\u00a0 Ultimately the forward frames and cylinders, along with numerous other parts, are added the same year.\u00a0 This is careful, precise work, aided greatly by Jonathan St. Mary, though many volunteers had their hands in.\u00a0 Thanks to John McNamara for the laser sight used in aligning the frames.\u00a0 The Amherst Railway Society awards a $1,500 grant toward No. 9’s restoration.<\/p>\n

2012:<\/em> Having completed erecting the basic frame, we separate it into two halves to be moved and reassembled under the boiler.\u00a0 This work is led by Rick Sisson during Spring Work Weekend, with help from many.\u00a0 We then carefully make the permanent connections between the smokebox, firebox and frame.\u00a0 We are then prepared to \u201ctram\u201d the locomotive, with many thanks to Keith Taylor\u2019s friend Don Micheletti for the great \u201cwhirly gig\u201d tramming fixture idea! With tram measurements in hand, we proceed to machine and install shoes and wedges.\u00a0 Part of this process is turning the main driver journals, replacing one crown brass, and truing the remaining driving boxes and brasses.\u00a0 The drivers are installed late in the year; an attempt being made at side rod installation.\u00a0 With this we discover that the crank pins are very misplaced in the driver castings, due to various hastily-made historic repairs over the years.<\/p>\n

2013:<\/em> After studying the crank pin problem and considering alternatives, we decide to design and build a portable crank pin lathe.\u00a0 Construction of this machine consumes several months, interspersed with other efforts.\u00a0 Once completed, however, it makes short work of correcting the crank pins late in the year.\u00a0 The side rods are readily applied once the pin correction process is completed.<\/p>\n

2014:<\/em> The first part of the year sees all rear-frame work completed, such as brakes, grate shakers, blow down apparatus, rear truck swing links, and paint.\u00a0 After the rear frame decking is completed, focus shifts to preparing for a boiler steam test, which will occur prior to the installation of lagging.\u00a0 Harold Downey and son Alan perform a spectacular restoration of No. 9\u2019s face, reproducing the pilot and a myriad of accessories associated with it.\u00a0 Most final plumbing is installed, culminating in a steam test in November.\u00a0 Alan Downey makes patterns to reproduce No. 9\u2019s original whistle.\u00a0 It is cast by Nashua Foundry late in the year, after which Eric Schade performs most machining and finish work.<\/p>\n

2015:<\/em> The year begins with a major effort to insulate and jacket the locomotive.\u00a0 A few years prior, Leon Weeks had made jacket standoffs upon which to mount the new jacket.\u00a0 Wes Carpenter had also spent substantial time preparing plastic sheet templates of the various jacket components; he also insulated most of the boiler after its 2014 steam test.\u00a0 Planning on our reproduced American Rolled Iron jacket, we begin the process of polishing iron sheets we procured from England, only to resign ourselves to hiring this out.\u00a0 The jacket pieces are CNC-waterjet cut, polished, black-oxide treated, and installed during the summer.\u00a0 The National Railway Historical Society had provided $5,000 to help fund the boiler jacket research and fabrication through a 2013 National Railway Heritage Grant.\u00a0 Thanks to their support, we document the work and produce this PDF report on the results<\/a>.\u00a0 We also proceed with driving gear; Bruce Mowbray kindly re-machines our pistons and rods.\u00a0 Gordon Cook devises and prepares new piston rod packing; we finish our drive rod and crosshead fitting in-house.\u00a0 After Leverett Fernald of Cianbro Corporation surface-grinds our slide valves, Randy Beach gets acquainted with them while lapping them to their seats.\u00a0 Brendan Barry sandblasts and coats the tank, while Marcel Levesque concludes a many-year and very meticulous restoration of the cab, with help from Galo Hernandez.\u00a0 Eric Schade becomes a proficient blacksmith as parts for No. 9 were needed, and Jonathan St. Mary provides great assistance for fine machine work.<\/p>\n

After 80+ Years, Back in Steam!<\/h5>\n

\"\"<\/a>WW&F locomotive No. 9 is seen at Alna Center December 5th, 2015, ready for the return trip on its first test run.\u00a0 Stephen Hussar photo.<\/em><\/p>\n

Eric Schade documented the December 5th trial run in a YouTube video<\/a>.<\/p>\n

Over the next two weeks, minor adjustments and additional tests were made to the restored locomotive so it could be ready for its debut in public train service during our 2015 Victorian Christmas December 19th.\u00a0 WMTW\u2019s Hometown Maine<\/a> featured our planned debut of No. 9 during the holiday event.<\/p>\n

\"\"<\/a>WW&F No. 9 leads a full southbound train across Humason Brook trestle during our 2015 Victorian Christmas December 19th.\u00a0 The locomotive made 6 round trips between Sheepscot and Alna Center this day; its trains that day carried over 750 passengers in total.\u00a0 Stephen Hussar photo.<\/em><\/p>\n

Railroad photographer Kevin Madore documented our 2015 Victorian Christmas featuring No. 9 in a Flicker photo album<\/a>.<\/p>\n

Since that successful debut, No. 9 has become our primary locomotive for public trains and special events, and has seen frequent use in work trains, including construction of our Mountain Extension.\u00a0 No. 9 is the oldest of the remaining Maine two-foot gauge engines and is one of two surviving Portland Company locomotives.<\/p>\n

\"\"<\/a>After 86+ years, WW&F locomotive No. 9 crossed Trout Brook again on Sunday, October 13th, 2019.\u00a0 Her last trip across the brook had been in 1933.\u00a0 Our new Trout Brook bridge had been put into place a year earlier, and rails on our Mountain Extension were laid across the bridge the previous day.\u00a0 Stewart Rhine photo.<\/em><\/p>\n

Additional details about No. 9\u2019s restoration can be found\u00a0here<\/strong><\/a> on our Discussion Forum.<\/p>\n","protected":false},"excerpt":{"rendered":"

Newly restored WW&F locomotive No. 9 December 5th, 2015 at Alna Center, the first day No. 9 travelled under steam over our restored Railway. It was a first test run, in anticipation of a public debut during Victorian Christmas later that month.\u00a0 Stephen Hussar photo. WW&F locomotive No. 9 was built in 1891 by the … Continue reading WW&F Locomotive No. 9<\/span> →<\/span><\/a><\/p>\n","protected":false},"author":1,"featured_media":0,"parent":82,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-182","page","type-page","status-publish","hentry"],"yoast_head":"\nWW&F Locomotive No. 9 - Wiscasset, Waterville & Farmington Railway<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/wordpress.wwfry.org\/?page_id=182\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"WW&F Locomotive No. 9 - Wiscasset, Waterville & Farmington Railway\" \/>\n<meta property=\"og:description\" content=\"Newly restored WW&F locomotive No. 9 December 5th, 2015 at Alna Center, the first day No. 9 travelled under steam over our restored Railway. 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Wiscasset, Waterville & Farmington Railway","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/wordpress.wwfry.org\/?page_id=182","og_locale":"en_US","og_type":"article","og_title":"WW&F Locomotive No. 9 - Wiscasset, Waterville & Farmington Railway","og_description":"Newly restored WW&F locomotive No. 9 December 5th, 2015 at Alna Center, the first day No. 9 travelled under steam over our restored Railway. It was a first test run, in anticipation of a public debut during Victorian Christmas later that month.\u00a0 Stephen Hussar photo. WW&F locomotive No. 9 was built in 1891 by the … Continue reading WW&F Locomotive No. 9 →","og_url":"https:\/\/wordpress.wwfry.org\/?page_id=182","og_site_name":"Wiscasset, Waterville & Farmington Railway","article_publisher":"https:\/\/www.facebook.com\/WWFRailway","article_modified_time":"2021-01-04T21:54:43+00:00","og_image":[{"url":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2020\/12\/No-9-20151205.jpg","type":"","width":"","height":""}],"twitter_card":"summary_large_image","twitter_site":"@WWFRailway","twitter_misc":{"Est. reading time":"13 minutes"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"WebPage","@id":"https:\/\/wordpress.wwfry.org\/?page_id=182","url":"https:\/\/wordpress.wwfry.org\/?page_id=182","name":"WW&F Locomotive No. 9 - Wiscasset, Waterville & Farmington Railway","isPartOf":{"@id":"https:\/\/wordpress.wwfry.org\/#website"},"primaryImageOfPage":{"@id":"https:\/\/wordpress.wwfry.org\/?page_id=182#primaryimage"},"image":{"@id":"https:\/\/wordpress.wwfry.org\/?page_id=182#primaryimage"},"thumbnailUrl":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2020\/12\/No-9-20151205.jpg","datePublished":"2014-06-27T22:26:53+00:00","dateModified":"2021-01-04T21:54:43+00:00","breadcrumb":{"@id":"https:\/\/wordpress.wwfry.org\/?page_id=182#breadcrumb"},"inLanguage":"en-US","potentialAction":[{"@type":"ReadAction","target":["https:\/\/wordpress.wwfry.org\/?page_id=182"]}]},{"@type":"ImageObject","inLanguage":"en-US","@id":"https:\/\/wordpress.wwfry.org\/?page_id=182#primaryimage","url":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2020\/12\/No-9-20151205.jpg","contentUrl":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2020\/12\/No-9-20151205.jpg","width":1024,"height":634,"caption":"Locomotive Number 9"},{"@type":"BreadcrumbList","@id":"https:\/\/wordpress.wwfry.org\/?page_id=182#breadcrumb","itemListElement":[{"@type":"ListItem","position":1,"name":"Home","item":"https:\/\/wordpress.wwfry.org\/"},{"@type":"ListItem","position":2,"name":"About the Museum","item":"https:\/\/wordpress.wwfry.org\/?page_id=75"},{"@type":"ListItem","position":3,"name":"WW&F Railway Museum Equipment Roster","item":"https:\/\/wordpress.wwfry.org\/?page_id=82"},{"@type":"ListItem","position":4,"name":"WW&F Locomotive No. 9"}]},{"@type":"WebSite","@id":"https:\/\/wordpress.wwfry.org\/#website","url":"https:\/\/wordpress.wwfry.org\/","name":"Wiscasset, Waterville & Farmington Railway","description":"Rebuilding Maine History","publisher":{"@id":"https:\/\/wordpress.wwfry.org\/#organization"},"potentialAction":[{"@type":"SearchAction","target":{"@type":"EntryPoint","urlTemplate":"https:\/\/wordpress.wwfry.org\/?s={search_term_string}"},"query-input":{"@type":"PropertyValueSpecification","valueRequired":true,"valueName":"search_term_string"}}],"inLanguage":"en-US"},{"@type":"Organization","@id":"https:\/\/wordpress.wwfry.org\/#organization","name":"Wiscasset, Waterville, and Farmington Railway Museum","url":"https:\/\/wordpress.wwfry.org\/","logo":{"@type":"ImageObject","inLanguage":"en-US","@id":"https:\/\/wordpress.wwfry.org\/#\/schema\/logo\/image\/","url":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2019\/01\/WWF-Logo.jpg","contentUrl":"https:\/\/wordpress.wwfry.org\/wp-content\/uploads\/2019\/01\/WWF-Logo.jpg","width":480,"height":144,"caption":"Wiscasset, Waterville, and Farmington Railway Museum"},"image":{"@id":"https:\/\/wordpress.wwfry.org\/#\/schema\/logo\/image\/"},"sameAs":["https:\/\/www.facebook.com\/WWFRailway","https:\/\/x.com\/WWFRailway","https:\/\/www.instagram.com\/WWFRailway\/","https:\/\/www.linkedin.com\/organization\/15554710","https:\/\/www.pinterest.com\/WWFRailway\/","https:\/\/www.youtube.com\/c\/WWFRailway","https:\/\/en.wikipedia.org\/wiki\/Wiscasset,_Waterville_and_Farmington_Railway"]}]}},"_links":{"self":[{"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/pages\/182","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=182"}],"version-history":[{"count":6,"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/pages\/182\/revisions"}],"predecessor-version":[{"id":3846,"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/pages\/182\/revisions\/3846"}],"up":[{"embeddable":true,"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=\/wp\/v2\/pages\/82"}],"wp:attachment":[{"href":"https:\/\/wordpress.wwfry.org\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=182"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}