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nanaimo73 asks: "Would you, feltonhill or Old Timer know if the N&W looked at belpaire fireboxes for their modern steam ? The PRR liked them, and was sort of a parent." The Belpaire firebox had its advantages, among which were having the crown staybolts all the same length. But flanging the "shoulders" at the front end made it more expensive to manufacture, and evidently N&W didn't feel the advantages offset the cost. PRR was sort of a parent, all right, but wisely didn't interfere with N&W's operating practices or mechanical policies. Murphy Siding asks: "How extensive was N&W passenger service? Thanks." In the heyday of passenger service, N&W had four Norfolk-Cincinnati passenger trains. In addition, there were three Southern trains that operated between Monroe, Va. (Lynchburg) and Bristol. By the time the J came along, the Norfolk-Cincinnati service had shrunk to three each way. All these trains were Pullman and head-end traffic heavy except the Powhatan Arrow. The Js were cycled in these services; if you can get hold of Prince's N&W book, the engine cycles are in there. The longest run was Norfolk to Cincinnati, 676 miles, and the cycling (as well as other factors) enabled N&W to get 15,000 miles per month out of the Js; lots of other roads in that era didn't get that much out of their diesels. In addition, there were two trains between Roanoke and Hagerstown, and Portsmouth and Columbus; these rated streamlined 4-8-2s after WWII. There were also locals on the main line and the Bristol line, and other passenger and mixed services on branches. Old Timer
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