Pursue an asset not up for sale in favor of making a long-term investment in one they own with a known scope of work that fits their operation. Why didn't they think of that?

I will look forward to the social media posts, when it comes back, all nicely timed, complaining "it doesn't sound right..." :-)

Somehow I don't think RMNE would be too eager to let 1246 leave their collection. And taking a page from the Clinchfield, and others, a simple diesel control box on 734 would allow one of the GP-30s to assist 734 upgrade with longer trains. As a bonus, the diesel's DB might prove useful on the return to Cumberland.

close to 3%. That is where the problem is. The last 2 miles into Frostburg.

I'm glad to see that some attempt is being made. When I looked at it in 2018, it was rather depressing, just from what could be seen on the outside. Things like the stack not being capped, rods not protected against corrosion, and visible holes in the tender tank, really surprised me. There's a lot of locomotives that go down for a 1472 and they have to pull tubes, go through a boiler survey, and do some repairs, but not a fatal or million-dollar boiler issue. It really looked to me like the very definition of 'rode hard and put away wet'. Unless you get in there and do another boiler survey, along with a real exam of the running gear, it's all speculation, but this is at least a start on a long road back.

Honestly, I often forget 1246 still exists. It's just kind of... there nowadays. But hey, at least it's in good hands.

It doesn't sound like they have given up on it. I was on the recent 1309 photo excursion and they said the tips they collected at the bar would go towards servicing 734.

Just as an academic exercise, what is the capacity of a Pacific such as WM 202 on the grade to Frostburg?

Mike Martino

The tip jar is increasing:

https://railfan.com/western-maryland-sc ... storation/

.

202 and her sisters fairly regularly hauled 3-4 heavyweight pullmans on that route. Might’ve been able to do 5 at a stretch.

Thanks Kelly & Captain- I guess the next question is would WMSR be better served with a smaller engine that would not need as much work to handle dinner trains and charters and in a pinch handle regular trains with a diesel helper?

How much additional marketing pull would a “famous” locomotive (say 202?) provide to WMSR?

Mike Martino

Much of the reason why 734's running gear is in such rough shape is likely due to the fact that both approach tracks to the turntable in Frostburg are at a solid 3% grade, then immediately go to 0% on the turntable bridge. I can't image that's how that all was designed in the first place, but that's how it got built. I have heard two very experienced steam guys my age tell me that it was a true "Teeter Totter" experience both going onto the turntable and coming off the turntable. That just can't be good for pins, bushings and spring rigging and I've been told the spring rigging is a real mess.

Keep all of that in mind when you keep asking yourself "Why don't they just try 1309 out and see what would happen on that turntable". Articulated chassis just aren't designed for the kind of flexibility, both vertically and horizontally, to get on and off that table with severely reprofiling the approaches and even realigning them, and if you are any kind of student of basic railroad engineering, both will be major undertakings to improve given the location and elevation of the turntable bridge and deck rails.

Rob Gardner

Just remember that the WM doesn't exist these days beyond the Number 9 switch, which is well out of town. If it still existed all the way to Frostburg, 734 could have handled anything they wanted to put behind it. Those passenger trains that you are seeing the 202 pulling in the days of steam didn't go up the 3% grades of the C&P into Frostburg. They stayed on the considerably easier, lower WM grade.

The gradient problem that the WMSR faces isn't on the WM. It's on the last 2 miles of the C&P into Frostburg. You're looking at over a 100ft vertical elevation difference between the C&P depot and the WM tracks at the equivalent point down the hill. That's where the problem is. 3% grades and some very sharp curves.

About the same as any other steam locomotive--about a year or so. As a second operating engine, maybe even less. At that point, the railfan novelty has worn off. If you're dependent on the railfan market to survive just because you have a steam locomotive, you're going to fail.

The average tourist doesn't know the difference...and probably doesn't care. And that group is what's making up 90%+ of your ticket sales. So if you want to attract that group and get them to ride, tell their friends and come back, you're going to have to do something else other than say "we have an engine that originally operated on this line 70+ years ago". That line of thinking won't get you very far these days.