"As I mentioned above, they would have been ahead to just rework the 734 and put savings towards fixing the track and other issues."
In 2013, when I took over as the General Superintendent, #734 had about 300 operating days (roughly 3 operating years) left on her rebuild. The WMSR Board of Directors had not yet began planning for #734's rebuild, which was expected to cost approx $1M using in-house labor. WMSR only had about half of that in cash reserve. Add to that average per ticket revenue was dropping by about 10% per year (meaning discounts and ticket giveaways were being used to bolster ridership), so annual revenue was falling. Clearly, #734 while loved by many, was not drawing people like it once did. By mid-summer of 2013, in conversations I had with Bob Flanigan (Mayor of Frostburg and V.P. of the board), we concluded that WMSR had 3 years left to survive if significant steps were not taken to reverse the downward trend.
Rebuilding #734 was discussed, but doing a proper rebuild would take the locomotive out of service for multiple years. IF WMSR was to have steam in continuous service, something would have to be acquired to rebuild before #734 went out of service (remember we had a two year head start on #1309). #734's boiler was going to need significant work, including patches, staybolts, and sheet work as those items had not been addressed in over 15 years. Acquiring a second steam locomotive would also allow WMSR to go to full steam operations at some point in the future (WMSR was steam for about 50% of the operating days per year).
Working with Cas Taylor (former Speaker of the Maryland House and key proponent of the Canal Place/WMSR development), we began looking for funding. The state of MD was interested in supporting the WMSR, but was NOT interested in funding "the same old show" as it was not drawing the crowds it once did. So the question for WMSR became, in reality, "Do we want to remain steam or convert to diesel?". The decision from the board of directors was to remain steam. Now the choice was rebuild #734 or something else.
The only real chance to remain steam was to start on something new and try to have it done when #734 went out of service. The reasoning was two-fold. First, the State of MD didn't have much interest in funding of "the same old show". Second, there was not money in reserve to finish #734's rebuild meaning part would be financed ($400 to $700K estimated in borrowed funding). According to surveys and studies we completed in 2013, approximately 30% of our passengers came because of steam power. We expected a corresponding loss of ridership if steam were not available. Debt service would cost about $100K per year, and the ridership drop would result in a revenue loss of approximately $300K per year.
When we started looking for something new, we considered what was needed. Greater tractive effort was desired as we were operating helpers about 30% of the time, with their added costs. Something of regional interest was desired. A trailing truck was desired, as #734 did NOT like operating in reserve and would frequently derail. Finally, something of historical interest was desired. We considered 5 different options, including the WM #202 in Hagerstown. Ultimately, the #1309 presented itself as the best solution as would have the T.E. to eliminate most helper operations, have historical significance (last commercially built steam locomotive built for a U.S. railroad), be easier on the track (shorter wheel base and relatively low axle loading), and be more thermally efficient than #734 (combustion chamber and secondary expansion although offset by a 15% increase in grate area). A survey was done on #1309 by the C.M.O. and the findings were presented to the Board of Directors for a vote which was approved. Mike Brant (President of the WMSR BoD and a board member continuously for the past 20 years) and Bob Flanigan (V.P. of the WMSR BoD) were there for the vote on #1309 and are still in those positions today. So in many ways, it is many of the same people there today despite their desire to claim "previous administration".
While the merits and problems of #1309 can always be discussed, the project resulted in more ridership including attracting "Smithsonian Tours" who called WMSR their best new destination in 2015. It brought much needed publicity to the railroad, including exposure in Europe. We started the WMSR Foundation (volunteer department) which reached 300, dues-paying members in 2015. Before #1309, WMSR's Facebook "friends" was about 500 people. By the time I left in Jan 2016, it had grown to over 13,000 people in all 50 states and 44 counties and we had international travelers coming to Cumberland, MD to see #1309. It helped bring Gov Hogan to western Maryland and in doing so, helped WMSR to get a $1.6M grant because he liked the operation and was excited about it. We had a great team supporting #1309, but #1309 is what was driving so many good things happening at WMSR.
Trying to leave emotions out of the discussion, but this is what drove the decisions behind #1309.
Mike Gresham
. I'm sure it was not an easy decision because the issue of falling ticket revenue is at the heart of it and the public is, indeed, fickle and only time will tell if #1309 reinvigorates ridership. I hope it will because [re]build it and they (railfans) will come. The question will be how many.
