I usually try to pass these by, but couldn't walk past this one. Greg and Steve left the GSMR in the Fall of 2001. The decision to leave was their's. When they left the 722 was essentially in the same condition as it is now, except the boiler was still on the frame. I came to the GSMR in April of 2002. The boiler was lifted off the frame in the fall of 2002, at the same time we lifted 1702 off her drivers for what was originally going to be routine tire and crank pin work. After much work in 2003 the 1702 was returned to service for the 2004 season.

The Railroad is owned by a single individual. It was then, and is now. That individual and his management decides what is a priority and what is not. That is his right. It is his company. Despite several quotes, plans, project estimates (which I still have a copy of), the PO's to fix the 1702 and the 722 were not approved.

While I do not know the climate or situation there now, I do know what happened up until I chose to move on in August of 2008. The "contractors" did NOT "suddenly disappear" as I have seen stated a time or two. . . What did happen was employees chose to move on, gave proper notice, and left much information behind to help the next guy. Greg and Steve were very helpful to me, primarily with the 1702. I left all of the calculations, measurements, quotes, and documentation that I accumulated and created in the third drawer down in the filing cabinet next to the door, and left my keys on the desk. My goal was leaving the RR in better shape than I found it. In some ways it was, in others it was not. The radio system, bearing updates, shop capability, diesel reliability, and train schedule, regulatory compliance, and crew training, I put in the improved list.

Steve and Greg were within a stones throw of the Dillsboro shop up until Greg's passing in 2007 (I believe). I have always been available to answer questions, and have a time or two along the way.

The facts are the facts. What changes is the perception and the current situation.

Best of luck to Smokey and the one that got away.

Ryan

I apologize for saying that they "disappeared" I was referencing a thread I read at one point. Thank-you for correcting me, I am just glad that steam is set to return at GSMR!

No apologies necessary. That perception originated elseware.

I hope steam returns as well. Both engines deserve to be hot again.

Ryan

Judging by the schedules, I'd say 722 was used more often by far. Per John Craft's list, 630 was active in 1968, 69, 70, 75-77. 722 was run at least once every year from 1970-80, including a decent schedule in 1979-80. All that basically works out to about 65 days that can be documented for 630 (and the '76 trips out of Alexandria account for almost 20 of those days), and about 110 days for the 722.

Put it another way....the 630 and 2716 both racked up about the same amount of days for the SR. The 722 is about even with the T&P 610 and 2839.
Kevin

I believe 630(aka 207) still had flue time left when the 2-8-0s were acquired from the ET&WNC and went straight into service after having the coal boards re-installed and being painted back Southern. The 722 (208) was out of service. It received a major overhaul and went into service in 1970. After that it saw more service than 630 as it wasn't prone to the running gear issues that plagued 630.

722 was the first loco I got a cab ride in. It was at TVRM and Paul Brock was the engineer that day. I sure hope that she gets reassembled in the near future.

My parents saw 207 and 208 (SRR 630 and 722) all the time when they lived in Elizabethton, TN. They grew up there and lived there after getting married in 1960, so they each recall seeing both these locomotives all the time. Like all locals in a situation like this, they didn't think anything odd about steam well past haflway through the 60s until the ET&WNC traded both of them for some RS-3s.
630 was my first cab ride ever (TVRM, in 1981 at the age of 11), and sadly I've never gotten to see 722 in person.

This comports with Jim Wrinn's book Steam's Camelot. 630 was pretty much able to be put into service upon arrival at Irondale, while the 722 needed more work, which it recieved.

The old SR program really ran on a shoestring, more so than most of us probably think. Mr. Purdie had to always balance priorities and work within a budget. In this case, it meant that 722 had to wait a bit longer to get into service.