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[quote]QUOTE: Originally posted by daveklepper The N&W got it right for modern steam power. Their J 4-8-4 passenger jobs had 72" drivers, not the 80" typical, and were good for their fastest passenger trains. The had the A articulates for high speed freight, and yes they did run coal at 70mph on the eastern portion of the system to save buying and maintianing more coal-carrying cars, but they also had lots of MODERN Y-class 2-8-8-2 mallets for drag freights and nearlly all freight traffic in the mountains, where A's would also handle passenger trains. After electrification, the PRR relied on its WWI design locomotives right up to WWII when they mistakenly bought some J 2-10-4's. Their postwar duplex experiments were not particularly successful. The fact that they could compete against the Central with lots of older power supports King's article. [/quote] I respectfully disagree with your comment referencing the PRR J 1 2-10-4. PRR had a need for War time power to move the traffic that just groaned over the railroad. The USRA did not permit railroads to have any specific locos as they tightly controlled which railroad got what power. PRR needed power to move that freight and NOW. so... The PRR elected to use the C&O T-1 as a starting point to BUILD a possible engine which finally was born as the J1. The J1 went on to become one of the largest non articulated and possibly the most powerful engine ever to hit the rails.
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