Anyone heard anything about the future of this locomotive? Hopefully if GSMRR have no plans to restore it they will put it up for sale.

From what others have said on other boards, the future of steam on the GSMR doesn't look to good. Only God knows at this point.

Martin

About a year ago, I asked someone involved there is either engine was for sale. I was told that the plan was to get the 1702 running again and put the 722 back together for static display. Then again, that was a year ago and we all know that 'plan to's' and realities are to separate things.

I personally hope they will both be sold, given the current state of how they sit. I wonder if GSMR has the people needed to get them back together just for static display, much less to run.

I also heard that 722 was mechanically worn out from the years of running on the Southern and the Tennessee Valley Railroad.

I hope for the best for both of these two engines.

I do not believe TVRM wore out or helped to wear out the 722 during its brief time there in the mid-80s. I may be reading too much into Martin's comment. You can probably assume the engine has a long, long way to go before being restored.

I drove by the Dillsboro shop this past Monday, 11/2. Both the 1702 and 722 appeared to be unmoved and untouched since I was there in December of 2005.

I've attached photos from 2005 showing both locos. I'm not sure where the boiler for the 722 sits at this time.

It doesn't appear the GSMRR is in any hurry to return to steam anytime soon. If they did return to steam in the future, they will probably still need a diesel and crew to help supplement on the return trip.

David,

Regarding the 722's boiler, it is sitting on some cribbing on the other side of the shop. In your first pic, if you could 'move' that coach just in front of the 722's frame and drivers, you would probably see it.

The 722's boiler is sitting on cribbing behind the silver baggage car. At least that is where I left it. Boiler's first course needs a bottom 1/3 replaced, new smokebox, partial front flue sheet, crown sheet, and some other details on the backhead. Running gear would need to be gone through.

1702 needs an entire inner firebox. Running gear is nearly new, with exception of the rings and some bushings on the valve gear. 1702's last running season was 2004. I was hoping to have it back together for part of the 2005 season, but when it came to buying materials. . . . I didn't want to leave her like that but the time came to move on in 2008.

The 722 would be a better engine for the territory, but 1702 is closer to running. Either way, Kenny and the boys have there hands full with the diesels and the coaches.

Ryan

Hi Ryan,

I was under the impression that Greg had put new, or at least some new, sheets in the firebox back around 2000 or so. Maybe the same year they did tubes? Is that not the case?

Greg did put in partial side sheets, and a few other spot repairs/bolts back in 1997. By the time the end of 2004 came along, there was some pitting issues and corrosion that had occured in those areas as well as the rest of the box, as well as less than 400 days left on against the 1472. Keep in mind that Baldwin put just enough metal in those S-160's that any corrosion put you under the minimum operating thickness, so there was no "wear metal". After all, most of her sisters took a one way boat trip to Europe. There is also some questions circulating around about new metal vs old metal in boiler applications.

The other thing that figured into the decision to put in a fire box is that the 1702 was collecting almost 200 days per year against the 1472 day inspection, which is quite a bit. Each mile was a hard mile with the large trains and heavyweight cars. The engine was really smaller than appropriate for the territory and consist. The 722 was the perfect engine. Incidently, there is a C&O loco in Covington, VA that, condition aside, would have made a nice stable mate for 722.

Ryan

I've never seen or ridden behind either 1702 or 722, but I wish I had now. At this point I don't care which one is running just as long as one of them is operating. If I had the opertunity and the knowledge of making repairs to steam locomotives, I would come down there myself and help get one of them running, if the GSMR ever decides to go with operating steam again.

Martin

Hopefully, there will be steam there again at some point in the future. Too bad you missed seeing it, as it was something special. They were running two 14-15 car trains a day out of Bryson City in the fall, and 1702 was doing more than its fair share of the work. General theory was let 1702 pull all she could handle, and use the diesel (which was on the far end of the train) for help--if necessary. I remember one morning where they almost stalled on dew-covered rails trying to get past the bridge leaving town. They were down to 1-2mph when the diesel finally kicked in.

Don't think they ran slow all the time though. I paced them coming through Jackson Line eastbound towards Bryson at 35mph on a morning trip that was running late. It may not be mainline, but it wasn't pokey shortline either. Get the right day with the right engineer and that thing could move right along.

One other comment....I never got to see 722 in action, but for all the people that say TVRM 610 is one of the loudest steam engines around, 1702 may have something to say about that. It was another one of those US Army 2-8-0s, and that thing could get loud. Get that engine working hard climbing out of Bryson City or heading up Red Marble Grade towards Topton, and it was deafening. There was one overnight trip to Andrews in November 1999, and coming back to Dillsboro that morning was 1702 leading (in reverse), 2 or 3 diesels, and the passenger train. About 30 degrees, wet rail, and a bunch of leaves down. 1702 must have slipped about 50 times getting up the hill to Topton. Great stuff.

We always seem to take things for granted until they are gone. Maybe we'll get to experience it again one day...
Kevin

Good info, Ryan. Thanks for posting it.

When they were at TVRM 630 and 722 were in similar condition. Both had the boiler course problem Ryan refers to but I do not remember 722 needing a crownsheet. I have probably forgotten that detail. The running gear on 722 was considered to be in better condition since it had been gone through in Birmingham after Southern got her back from ET&WNC. Southern never really did anything to 630. She was taken to Alexandria and used there on the yearly excursions in order to avoid running an engine all the way there just for the trips. Basically they did a hydro each year before the trips and ran what miles were left in 630 out of her. By the time 630 went out of service at TVRM the engine needed the heavy repairs now being completed in Chattanooga.

I have always considered the Southern seperating 630 and 722 to be unfortunate. Had 722 been given to TVRM it may well be the engine nearing completion of the overhaul. If both were still at TVRM it would be very logical for 722 to follow 630 into the shop for repairs. Eventually that could lead to both being in service together again. Imagine that doubleheader blasting up Rossville Hill on the C&C and you get a picture of what could have been.

Steam on the GSMR is great. Unfortunately I think it is a long time in the future at best and may well never happen again at worst.

John Bohon

If your bringing up loud engines, there is a certain blue engine here in Pa that definitely something to say about that.......If you haven't seen it in person i highly recommend it.


http://www.youtube.com/watch?v=oOquBvVLYsE

Not taking anything away from 1702.....rode behind her in 2000. Awsome trip!

Had to watch the video to make sure.....there's ANOTHER certain blue engine in Pa (with a smiley face)........