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Murphysiding asketh: "What possessed Saunders to leave the N&W, which must have been a good gig, and go to NYC,which he must have known had some problems on the horizon?" Simple. He wanted to be head of the largest railroad in the world. He made it there. It wasn't to his liking, though. Perlman was generally recognized as being a fine manager as has been noted, but he wanted nothing to do with the merger or Saunders. I don't know if that was Saunders' doing or Perlman's, but in either case it was a waste of Perlman's talent. It still wouldn't have saved the day, though. There's a good point about Brosnan; the trouble with him would have been that by the time he got finished firing everybody there wouldn't have been enough of them left to run the railroad. A lot of the people he fired on the Southern didn't stay fired very long; the people he'd have fired off PC would have stayed fired. The comment has been made about the side rods on the J. They were made of a lightweight alloy known as "Timken High-Dynamic Steel" (no aluminum); the steel was provided by Timken and the rods manufactured in Roanoke Shop. The first five Js were equipped with it but for the six wartime engines it was not available, hence the wider "clunky" looking rods. They were replaced with the Timken rods when rebuilt and streamlined after WWII. The biggest problem with the wartime rods was that the War Production Board did not allow them to be equipped with roller bearings; they had standard brasses, which weren't up to the job. But neither the wartime rods or the others produced the effect of being hard on the track. Of course, the last three Js were built with the Timken Alloy rods. The only N&W engines that were hard on the track were the ten K-3 4-8-2s of 1926. Old Timer
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