Tom,

I would not say there was "massive" leaks. In fact, I spoke with another guy last evening who was on the 2839 with me that July day and we both agreed that yes, there were some flues leaking but few if any stays were leaking. The fire did not go out due to leaks, I know that for certain. The sight of burning coal falling onto the floor of the hudson upon arrival at Leesport told the real story of way, way too much coal being forced into the firebox. Contrary to what stories are floating out there, I was there, in the cab, cleaning fire most of the day due to this "issue" while the "fireman" sat on the steps of a Budd car on a nearby siding. What caused this is best left un-said for now.....

Sorry this has strayed from the 722 topic.

Rob

Maybe I missed it some place in all of this discussion, but why did they only run 2839 on one trip? Yes, she had a bad trip, problems with the fire, etc. But is that any reason to give upon the engine forever? Sounds like the problems could have been resolved with some repairs, better coal, a bit more experience etc.

So why did they do just the one run, then park her forever? If we gave up on all of the steam that had problems during the break-in period, there would be a lot less steam running.

Just as a guess, but at the time 2839 was running on BM&R in mid 1985, 425 wasn't operational yet. Later that year, 425 was up and running. Also, by this time, 2102 was in Reading for the Return of the Rambles excursions, and stayed in Reading until Andy Mueller would acquire it by 1987-88. Between the 425 and 2102, there really wasn't a reason to need a 3rd engine, and there wasn't much reason to spend money to lease and/or repair an engine you don't own.

My guess is that the 2839 just kinda fell by the wayside...
Kevin

Don't let the first two photos fool you, folks. The whole trip was done at ten MPH or so, maybe less. I know that there were moments where I was joking I could get out, run ahead for photos, and reboard, had it not been so cloudy and dark out. The first of four photos, with the MP 31 sign visible, was taken just south of Coatesville, at the north end of Modena; the train held an impromptu photo runby at South Modena, site of the old scrap yard where so many Reading and other roads' steamers met their demise in the 1940s and 1950s.

Wait, so these aren't on the W&W, but on the Octoraro?

No, not ON the W&W....That engine would have been in the creek, seconds after crossing Greenbank Road....

Cool Shots.

I still want to see Color Photos of the 722 running on the OCT with the W&W coaches...such a colorful consist, even with the 2839!

One the property at the time were:

a PRR P-70 that was owned by W&W, it was really just a worn out hulk.
a PRR P-70 that was converted to a snack bar/concession car that was owned by Atlantic Central.
a EL sleeper, Pequest which was in pretty decent shape but was vandalized during it's time in storage.

I'm pretty sure all have been cut up.

I take it this was the "toned down" green verses the bright apple green worn by the 4501?

Its a shame that the W&W didn't have the steel bridges it does now... it would have been nice if the 722 had made it further West than Greenbank Road....

Great Photos!

I think it's more of a combination of the film stock used, dirt/grime and lighting conditions. There are pics of 4501 and 722 doubleheading in the early/mid 70s and they matched. It was the same shade of green. The color just appears to vary a lot under differing variables.

Now, post 1985 for the 4501 might be a different story. My impression is that it was a lighter shade from 1991-96.
Kevin

The picture of 722 shifting at Marshallton was taken Apr. 29, 1979 using Kodachrome 64 I just looked at the original slide and the colors in it do seem to be a darker shade than other shots taken at the same time. Scanning them into the computer seems to have made them a little darker still. I just tried lightening up the scan on the computer, but it isn't really helping much. Both the red and the green on the tender were a lot lighter than they appear in the picture.

Tim Cronin

I thought after my post that it might have something to do with the film itself.

The W&W's coaches were a tad lighter blue in person (the golden yellow doesn't change too much in these photos), with the coach 571 notably being the brightest blue of the 4, but not by much, so it made me wonder.

It looks almost hunter green.

The Schlosser brothers and their dad were members of Atlantic Central their uniforms were from their automobile business located in Centronia PA, a suburb of Allentown. If my memory serves me correctly they were twins.
Mike Tillger

Does anyone know why 722's headlight was above center unlike 630, 750, and 4501's?
Thanks Heres hoping she runs again!

That is likely due to Southern Railway operating practices. The Southern shops were semi-autonomous, so repairs and practices differed depending on where things were done. In other words, Chattanooga-based engines had distinct differences to Knoxville-based engines, or Spencer-based engines or Asheville-based engines. What this meant in the big picture is that you could look at an engine and tell what shop did the repairs if you knew what to look for.....and it also meant that finding two identical Southern steam engines was basically impossible. Location of the headlight, and the type of the visor (or absence thereof) was just one of many identifying factors.
Kevin

630's was at the same height as 722's during her steam program (v. 1.0) days, and was moved down to its current level in the late 70's or early 80's.

750's headlight was higher in her "regular service" days on the S&A, as well as her early excursion days. It was moved down around 1965 or 66. I guess Bill thought there would be more room for the bronze buzzard if the headlight were lowered. ;-)