Walkersville Southern Railroad

Walkersville Southern Railroad
Overview
Headquarters	Walkersville, Maryland
Locale	Frederick County, Maryland
Dates of operation	1995–Present day
Predecessor	Penn Central Transportation Company
Technical
Track gauge	4 ft 8 1⁄2 in (1,435 mm) standard gauge
Length	6.72 miles (11 km)
Other
Website	http://www.wsrr.org/
Route map

The Walkersville Southern Railroad (reporting mark WS)[1] is a 6.72 mile (11 km) heritage railway in Walkersville, Maryland.[2] running from MP 60.0 south of Woodsboro, MD to MP 66.72 just north of the intersection of Route 26 and U.S. Route 15 near Frederick, Maryland (Using PRR Milepost data where mileage ran north to south, and Frederick was at MP 69.0).

History

The Walkersville Southern Railroad runs track and structures originally built by the Frederick and Pennsylvania Line railroad. This railroad ran from Frederick, Md to the Pennsylvania-Maryland State line, or Mason–Dixon line near Kingsdale,PA. Chartered in 1867, the railroad started construction in 1869 and cost $868,687.50 ($₂₀₂₁=18,539,000). It opened October 8, 1872 and was subsequently leased to the Pennsylvania Railroad from January 1, 1875 and in July of that year, PRR formed a new division, the Frederick division to operate the rail line. In the spring of 1896, it was liquidated in a judicial sale to the Pennsylvania Railroad for 10% of its 1896 book value. Pennsylvania reorganized the railroad in December, 1896 as the Frederick and Northern Railroad Company. In March 1897, this new company was itself merged with other Pennsylvania-controlled railways (Littlestown Railroad and the Hanover and York Railroad Company) into the Hanover and York Railroad Company, chartered under the general laws of Pennsylvania and Maryland. In 1914, this railroad and the newly built Central Railroad of Maryland were then merged into the York, Hanover and Frederick Railway Company which remained a wholly owned stock subsidiary of the PRR into the creation of the PennDel company in December 31, 1953[3] and then the Penn Central merger in 1968 and then bankruptcy in 1970. The Frederick and Pennsylvania Line segment was transferred to the State of Maryland in 1982 for unpaid taxes.

One of the industries that fed the railroad during its earliest time of operations was the Lime Kiln in Walkersville. This was among the industries that fueled the need of the railroad, to ship fertilizer to farmers in and around the Walkersville region. The Frederick Secondary remained in the control of the Pennsylvania Railroad even into the creation of the Penn Central Railroad. The Walkersville Southern operates on part of the Penn Central's Frederick Secondary. Penn Central, then in bankruptcy, sold the line to the state of Maryland in 1972 after Hurricane Agnes washed out the bridge over the Monocacy River. The line remained dormant until 1980 when the Maryland Midland Railway began operations over the route between Walkersville north to Taneytown. South of Walkersville the right-of-way, devoid of freight customers, was overtaken by brush and weeds.

Volunteers for the new Walkersville Southern began restoring the line in 1991. The State of Maryland awarded the company operation of the line south of Walkersville in 1993 and tourist trains began running to the Monocacy River in 1995. The bridge was rebuilt, completed in March 1996, and trains began crossing the river, 23 years after Agnes. In 1998, the line was rebuilt to its current terminus at Maryland Route 26 in Frederick. Although crossing Maryland Route 26 was in the original plan to reach potential freight customers in downtown Frederick, the rise in automobile traffic over Route 26 and the departure of potential customers from Frederick led to the eventual abandonment of any further restoration plans into the city. Current local government plans call for the old right-of-way south of Route 26 to be converted into a hiker-biker trail.

In November 2008, Maryland granted rights to operate three miles of right-of-way to the north, linking to the Maryland Midland Railway at North Glade Road. In 2013 the summer steam excursion was routed over a portion of the newly restored track. As of the January 1st, 2014 the north division has been restored.

Operations

Today, the railroad runs two to three round trips daily on Saturdays and Sundays in May, June, September, and October; and on Saturdays only in July and August. They also host some special events, including some on weekends and during the off-season such as a railfan trip with a visiting steam tank engine, or Santa trains during the Christmas season. In some cases individuals with their own equipment can use the right of way with prior permission or during selected special events.

The railroad typically operates unique industrial diesel locomotives, all rarely seen in today's modern railroading. In 2012, the railroad operated steam excursions for the first time using the Gramling Locomotive Works "Flagg Coal 75" an 0-4-0T tank engine. The 75's operation marked the first time a steam locomotive had operated on this railway since the Pennsylvania Railroad last ran steam over 60 years ago. In 2013, steam returned in the form of Lehigh Valley Coal 126, also owned by the Gramling family. In 2018, after the addition of Crossing Signals the railroad turned over to Jeddo Coal 85, also owned by the GLW, due to 126's blind axle causing problems with the detection devices at the crossing.

Diesel locomotives

Number	Builder	Type	Date	Status	Note
WSRR 1	Plymouth Locomotive Works	18-ton switcher	1941	Display	Formerly operated by the Wilmington & Western Railroad
WSRR 2	Davenport Locomotive Works	25-ton switcher	1939	Operational. MOW locomotive	Built on steam switcher frame
WSRR 3	Davenport Locomotive Works	20-ton switcher	1942	Undergoing/awaiting restoration	Formerly US Army 7707 at Fort Holabird, MD, during WW II
WMSR/WSRR #7	Plymouth Locomotive Works	Plymouth CR4	1960	Operational	Said to be originally from the Mount Union Connecting Railroad; Part of an exchange between The Walkersville Southern Railroad and Western Maryland Scenic Railroad
ex-AFC #9	General Electric Transportation	GE 45-ton switcher	June 1943	Operational	Originally built for the US Navy; Migrated to the American car and steel foundation; Recently overhauled; Bought at an auction hosted by the American Car And Steel Foundation; Owned by Jamie Haislip
ex-DGVR 45	General Electric Transportation	GE 45-ton switcher	June 1943	Operational	Formerly US Army 7496 at the Army Air Forces Depot, Orlando, FL, during WW II; was owned and operated by the Durbin and Greenbrier Valley Railroad; Is owned by Al Leyh
GN/WSRR #5201	General Electric Transportation	GE 44-ton switcher	1940	Awaiting Restoration	Former Great Northern; believed to be the oldest survivor of its type; owned by Jamie Haislip
WSRR 101	Electro-Motive Division	EMD Model 40	1942	Out of service since late 2019 and as of late 2020	One of only 11 EMD built in total; formerly US Army 7954 during WW II
ex-PRR, nee- SRC 9331	General Electric Transportation	GE 44-ton switcher	1948	Undergoing overhaul	Owned by the Strasburg Railroad from the 1960s to 2013; now owned by Jamie Haislip
PRR 9339	General Electric Transportation	GE 44-ton switcher	1948	Operational	Original PRR equipment; formerly South Carolina Railroad Museum 33; owned by Jamie Haislip

Rolling Stock

Type	Quantity	Builder	Status	Note
Open excursion car	Two cars; #10 and #11	Unknown. #11 ex-B&O, #10 ex-WVN	Both cars operational	Primarily found on summer trains
P54	Five cars	Long Island Railroad	Four cars are fully operational. One lettered "Ligonier Valley". Three used in passenger service. One used as a dining car. One being restored.	Used year-round; formerly owned and operated by the Long Island Rail Road between 1908-1972.
Troop Sleeper	One car	Pullman-Standard	Operational	Used on the dinner train; ex-WM car, originally US Army in World War II
Solarium Observation Car	One car	Pullman-Standard	Operational	Part of the dinner train consist; was operated on the Southern Pacific Lark train
RF&P Caboose 923	One car	Unknown	Operational	Mainly used with all excursion trains; Formerly Richmond Fredericksburg and Potomac and Baltimore and Ohio Railroad
Wabash C-17 Caboose 2827	One car	Unknown	Operational	Used mainly with the Dinner Train Consist
PRR N5 caboose 477532	One car	Unknown	Stored, awaiting Restoration	Privately owned

The Pullman solarium car, named the Meadow Lark,[4] is owned by the Chesapeake Railway Association[5] and under restoration by the WS. The railroad uses it on dinner trains as a dressing room for dinner theater actors and as a mount for a generator (attached to the car's underside) for providing electrical power to the train. In addition to the RF&P 923[6] and Wabash 2827[7] cabooses hosted for the CRA, the railroad also hosts a number of private equipment for multiple individuals. For example, there is a private but once active PRR N5 in the yard.[8]