Antifoam: double headers work best when both locomotives have similar operating characteristics. Would you run a Y and J on the same excursion? One would either hold the other back or shove the other slowly forward. Foam rationally, people, if such things are possible.

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I'll send you my Bitcoin address. Tickets are 1BTC.

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Just out of curiosity, how would this have worked out for a Y6 and an A? That combination was done regularly on coal trains east of Roanoke, and incorporated a second Y on the famous pusher grade up from Boaz, Va.

Of course, I would not suggest that for an excursion!! Talk about overkill in tractive effort for a passenger train!

Coal drags don;t have the option of speeding at passenger speeds up grades, so it is that rather than a power mismatch that was the issue. Now, suppose the Y stayed coupled on after doing its pushing job...... and the A tried to pull it along with the train at high speed. Rods would be flying off into the brush.

On the level, when you're doubleheading for more horsepower, yes, it makes sense, but on a ruling grade, the low wheeled engine supplies the tractive effort while the high wheeled road engine contributes what it can. Think of PRR with 2 K4's on a heavy express train racing from Crestline to Chicago, then think of ATSF on Raton with an old 2-10-2 leading a modern 4-8-4 on a passenger train.

Phil Mulligan

Speaking of doubleheading N&W Ys and As--should have had this up earlier, a classic in my view, a short video of operations near Blue Ridge, Va. Just something cool to watch and enjoy--

https://www.youtube.com/watch?v=zV8rA3UE-lc

Big difference. 765 has a long proven track record of reliability, and proven crews. Taking a large steamer, fresh from restoration, unproven. is not likely to be on CSX trackage. It wasn't but a few years ago they wouldn't let 734 on their tracks for 10 miles.

Was 765's short moves over CSX under steam or was it dead-in-tow? I don't see where the big problem would be towing a roller-bearing steam engine by diesel power. It would have to be a special move much like a high/wide load.

On a different note, I was rummaging through some old slides and this one was taken in 1979. Who knew then what would happen to that engine over 40 years later.

The last thing CSX wants to do is have to call a crew, take the time etc to move a steamer. I think often the "no roller bearing/no steam" etc is just an easy way for them to not have to deal with it.

Under steam, during their ferry moves. Maybe without diesel (maybe with, I don't remember).

It might not be a big deal...at least to you and me. BUT, look at it from the RR's view. People hear about a Steam Locomotive being moved, hot or not. And out come the foamers. Just picture (and we've all seen it) the idiot with he camera standing on or just too close tot he track, and they get hit/killed. In our sue crazy society, the RRs just don't need the hassle. Some have been very gracious over the years, others have not. And depending on who is in the board room, this changes.

Plus, "You Got to Dance with Them What Brung You". I doubt the region in which WMSR operates, which has contributed to 1309's restoration, and now is being asked for money for track, would be thrilled to see it attracting visitors in other regions. Part of the appeal of having this articulated steamer is that it is unique (in the east anyway), having 1309 attracts attention to a not so prosperous region in a way the other destinations mentioned won't be able to. Sending it around like the Gramlings do with their engines would take away that proprietary draw for the hotels, restaurants and other accommodations around western Maryland.

Are we expecting the 1309 to be a draw to the non-railfan crowd? That’s a serious question. It will be a draw for me but so is the Inyo and the Glenbrook out in Nevada so I’m not going to use my own judgement.