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If this hypothesis is correct and assuming no middle ground (aka no MU'ing of reciprocating steam, etc.), then reviving the Q2, Garrett, or N&W Class A designs would have less merit than reviving the Northern, Hudson, or even T1 designs.  Using reciprocating steam for drag freight operations (relatively speaking) plays right into the diesel's advantage, while using diesels for hot shot intermodals and Amtrak operations plays right into reciprocating steam's advantage.  Additionally, the more complex we have to make a modern steamer aka the suggested "Q-3", the more steam loses its advantage over diesels.1. The essence of the turbine is its very simplicity. All the compounding and valving is built right in and continuous. It is also highly efficient, certainly for continuous, high horsepower applications. Thus the Q-3 for pulling a 5,000 ton train at 80 mph. 2. Can we trot out 1218 on a straight, level railroad somewhere and see what it can do with a 7500 ton train?3. The pre-Lempor 3985 had a photo op on a double-stack. Can we see what the post-Lempor 3985 do with a double stack? (King, Mercedes of Steam, had an extensive contrast between the Class A and the Challenger, and a pointed one too.)4. The advantage of steam is on fast, HEAVY trains. Still, I had to wonder why the Milwaukee dieselized the Hiawathas. The answer can be pretty well gleaned from Gruber and Solomon, The Hiawathas, which was due to competitive and regulatory problems which took the advantage out of high speed motive power. One problem was the subsidized competiton after the war. The other was the 79 mph ICC limit brought about after the !946 Naperville crash. (And I do not think duorail of any sort is the best technology for high speed ground transportation, passenger and express, but that is another subject. The market for not-quite-so-high speed heavy freight will be around for the forseeable future.)
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