Firelock76 nyc#25 No way would there ever be 100 mph running on Middle and Pittsburgh divisions. PRR's racetrack was west of Crestline. True. Oh so true. And it probably wasn't realistic to do too much of it there either. See here's the thing, and I believe the same mistake's being made today with the obsession over high-speed rail with some people. It's not high speed that's needed, it's reliability. Delivering the passengers "on the advertised" as it were. Even if the fastest you go is 70 to 80 miles an hour, so what? Get the folks there when you say you will, and do it all the time. That's what gets the business. In my years at Yale (1957-1963) the NYNH&H did an outstanding job in terms of service and reliability: on the advertised and there was no need for a times table because within an hour there was a train going your way NYC-Boston. Same on the PRR NYC-WashDC. Of course this was before Private Enterprise was tossed.
nyc#25 No way would there ever be 100 mph running on Middle and Pittsburgh divisions. PRR's racetrack was west of Crestline.
No way would there ever be 100 mph running on Middle and Pittsburgh divisions.
PRR's racetrack was west of Crestline.
True. Oh so true. And it probably wasn't realistic to do too much of it there either.
See here's the thing, and I believe the same mistake's being made today with the obsession over high-speed rail with some people. It's not high speed that's needed, it's reliability. Delivering the passengers "on the advertised" as it were. Even if the fastest you go is 70 to 80 miles an hour, so what? Get the folks there when you say you will, and do it all the time. That's what gets the business.
Yes Lois, N&W built the best, bar none, end of story!
OK, you can close the thread now!
How fast could a J run at (without hurting itself) if given good track and a good engineer and etc?
Southern 154
That would again lead into discussion of mass inertia , balancing , proper frequencies in drive and frames structure - and the reason - so far as I have (not ?) seen - unresolved yet as to why duplex coupling rod system with interacting drive rod on main pin had been replaced by simpler and at the same time less high rpm suited conventional rod system in some N&W J class for their last years of service left before replacement by dieselization .
Good track can only mean track well suited for mass carried per axle plus possible maximum speed anticipated to be travelled .
Good engineer .. there is nothing particular it takes to run a locomotive faster than usual since it's the engine who does all the work by itself ; you only have to keep the throttle open 1/1 , adapt c/o to suit boiler steam output keep a lookout on the signals and .. watch her accelerating until the rods come flying alongsides : the speed just before that happens is the maximum speed before it really hurts .
No , seriously , as a first guesstimate : for speed in daily service I would propose something around 440 to - perhaps - 480 rpm .
Regards
Juniatha
Hi Juniatha! Always good to have you aboard!
As far as replacing the duplex coupling rod with a more simple conventional rod system I belive Big Jim addressed that several months ago, it was done strictly for ease of maintanance, no other reason.
Wayne
friend611I meant to close this thread, having siphoned off the J discussion to a new thread. But I might as well allow the discussion here to continue, having asked beforehand for any last details before I closed the thread.Oh well...lois
Well that's N&W steam for you Lois, it didn't go without a fight!
Here is one to chew on. Several Y3a's received front engines with the Y-pipe from Y5 locos. How do you think their performance increased? If nothing else, they were the toughest looking Y3a's going!
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