Sounds with the restrictions, one of the Roanoke scrapyard locoÂ’s would be a good size for the GSMR, N&W class M2 4-8-0 rated at about 52,000 TE

If only money was not an object.

ho hum

Andy J


andyj@wythenet.com

Yeah, if only money wasn' the issue. The engines that are sitting and rotting away in that scrapyard would be nice, but if somebody is looking to have one of those engines, they best have REAL DEEP pockets! I think that the 722 is just right for what needs to be done over there!
SOU630

> Sounds with the restrictions, one of the
> Roanoke scrapyard locoÂ’s would be a good
> size for the GSMR, N&W class M2 4-8-0
> rated at about 52,000 TE

> If only money was not an object.

> ho hum

> Andy J


southern630@hotmail.com

The perfect GSMRR steamer would be a Lima superpower version of the tiny Norfolk Southern (old) berkshires, all of which went to Mexico and were theoretically cut up. If built to superpower standards but with a Lempor exhaust and gas producer combustion system they would be very clean and powerful for small engines with light axle loading.

Probably wouldn't cost more than restoring a 4-8-0.

dave

irondave@bellsouth.net

That would be a great plan, if only the GSMR could pay off their depts with the 1702! They don't need to go and rebuilt the 722 when they can't pay off their bills to the guys who did the 1702.
The 722 is going to require a massive amount of work that they just simply can not do over there in Dillsboro! Sure they can dream all they want to, but until they get some more help, I just do not think that they will be able to fix the 722! I would like to see that engine run, but if they don't have all of the needed parts of the equation, they might nor be able to do that!

> The perfect GSMRR steamer would be a Lima
> superpower version of the tiny Norfolk
> Southern (old) berkshires, all of which went
> to Mexico and were theoretically cut up. If
> built to superpower standards but with a
> Lempor exhaust and gas producer combustion
> system they would be very clean and powerful
> for small engines with light axle loading.

> Probably wouldn't cost more than restoring a
> 4-8-0.

> dave


southern630@hotmail.com

I would not sell them short at this point......they are making substantial investment in their Dillsboro and Bryson City infrastructure while recovering from a bad season at D&SNGRR and building a diesel fleet to cover out there in case of another fire year.

Capital is being invested where it will do the most good in optimizing cash flow this season, the gods of tourism and weather permitting.

I sense the learning curve at GSMRR is being turned now - it isn't the Durango of the east, and has its own seprate personality and required structure and operating plan. While I don't have the inside scoop on whatever their accounting practices are with regard to their invoice turnover time, at least there are pros running the joint with adequate capitalization to make a go of it.

So, 722? Maybe it is a good choice, or maybe it is what they presume is the best of what is available out there, or maybe it isn't under consideration at all. Good cases could be made for 722 or against it. Facilities can be biult as needed or jobs subbed out - nothing but technical management stuff of little consequence.

dave

irondave@bellsouth.net

Well, I'm saying that they still need to get the 1702 paid off before they go tearing into a locomotive that is going to require more work than the 1702 has recieved up until this point.

There is much better locomotives out there, but not of the history that the 722 has with the Murphy Branch. I think that they should keep the 722 and when they get all of their bills with the 1702 paid off, then start looking at the 722. I don't think that they should just get done with the 1702 and get started right into the 722! Case in point, what happens if the 1702 breaks down and they have to repair it, well with the 722 in the shop, they might be in a tight spot!
All that I'm saying is that they don't need to rush into things with a project that is going to require A LOT of work, if you want evidence...The ET&WNC ran both the 630 and 722 until they were wore out, and when they went to the Steam Shop in Irondale, they didn't get the attention that they desperately required! The 630 is getting a MAJOR overhaul and the 722 is going to require more than the 630. I have a good idea about what it needs, if you would like my oponion, e-mail me from my address above.
Plus, you have your oponion and I have mine. I just know what kind of shape that engine is is and a rough idea about what its going to take to get it running again.
SR. 630

> I would not sell them short at this
> point......they are making substantial
> investment in their Dillsboro and Bryson
> City infrastructure while recovering from a
> bad season at D&SNGRR and building a
> diesel fleet to cover out there in case of
> another fire year.

> Capital is being invested where it will do
> the most good in optimizing cash flow this
> season, the gods of tourism and weather
> permitting.

> I sense the learning curve at GSMRR is being
> turned now - it isn't the Durango of the
> east, and has its own seprate personality
> and required structure and operating plan.
> While I don't have the inside scoop on
> whatever their accounting practices are with
> regard to their invoice turnover time, at
> least there are pros running the joint with
> adequate capitalization to make a go of it.

> So, 722? Maybe it is a good choice, or maybe
> it is what they presume is the best of what
> is available out there, or maybe it isn't
> under consideration at all. Good cases could
> be made for 722 or against it. Facilities
> can be biult as needed or jobs subbed out -
> nothing but technical management stuff of
> little consequence.

> dave


southern630@hotmail.com

The ET&WNC ran both the 630
> and 722 until they were wore out, and when
> they went to the Steam Shop in Irondale,
> they didn't get the attention that they
> desperately required!

The 630 and 722 got PLENTY of attention at Irondale. 722 got almost an entirely new firebox and a thorough running gear overhaul. 630 didn't get AS much, but she was sent to TVRM sooner than 722. The reason 630 and 722 are in such poor condition is that that they (along with the equally aged 4501) were locomotives asked to do something for which they were not designed...keep up track speed on a modern railroad! Before you go blaming the man in charge of the Irondale shop, as certain people in the Chattanooga area currently involved with 630 are fond of doing, consider the miracles he performed (usually on the road) to keep three tired horses running years past their prime.

"as certain people in the Chattanooga area currently involved with 630 are fond of doing"

To whom are you speaking?

G. Mark - TVRM

Look at our Revamped Website
aw90@comcast.net

We should glad thankful there was a Southern Steam Program and it lasted for as many years as it did. We should also be glad there are groups which are able to keep and run the steam engines of the past for our next generations.

tieman_72@yahoo.com