QUOTE: Originally posted by BigJim QUOTE: if they could buy good, used steam, at pennies on the dollar, it wouldn't have worked? Actually Murh, they did just that. They bought the C&O's 0-8-0's. They liked them so much that they went on to copy the design and the last steam engine built for a Class 1 RR was N&W 0-8-0 #244.
QUOTE: if they could buy good, used steam, at pennies on the dollar, it wouldn't have worked?
.
Thanks to Chris / CopCarSS for my avatar.
QUOTE: Originally posted by feltonhill N&W had very specific operating conditions, and knew enough to design locomotives to exactly match what its operation required.
QUOTE: Originally posted by nanaimo73 How did the N&W manage to design the A, J and Y ? Did they get a lot of help from Alco, Baldwin and Lima ?
QUOTE: Originally posted by PBenham QUOTE: Originally posted by nanaimo73 How did the N&W manage to design the A, J and Y ? Did they get a lot of help from Alco, Baldwin and Lima ? They most certainly did talk to the big three builders,but the builders knew that they weren't going to get any orders from N&W, so they likely did not tell them very much. But, N&W had very highly skilled design engineers, some of whom had talents equal to that available at any of the commercial builders. The performance of the As, Js and Y5/6s are all the proof one needs to prove their design engineers skills!
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by ValleyX QUOTE: Originally posted by Murphy Siding that the railroad simply *bought* the other roads. Now, the info I found for today's(Jan. 1st) today in railroad history thread makes it sound as if Southern merged N&W. Was this so? I had always thought N&W was the dominate road? After all, it's not the "Southern & Norfolk".[;)] Thanks For clarification, that was Norfolk Southern, what we would now call a regional carrier, that operated south out of Norfolk, VA, into the Carolinas. The merger between the N&W and the Southern happened on June 1, 1982, and they took the old name, after considering several others. I've seen a list and don't remember any of them but some of them didn't sound much like railroad names. You mean something goofy, like: NSX ?[;)]
QUOTE: Originally posted by ValleyX QUOTE: Originally posted by Murphy Siding that the railroad simply *bought* the other roads. Now, the info I found for today's(Jan. 1st) today in railroad history thread makes it sound as if Southern merged N&W. Was this so? I had always thought N&W was the dominate road? After all, it's not the "Southern & Norfolk".[;)] Thanks For clarification, that was Norfolk Southern, what we would now call a regional carrier, that operated south out of Norfolk, VA, into the Carolinas. The merger between the N&W and the Southern happened on June 1, 1982, and they took the old name, after considering several others. I've seen a list and don't remember any of them but some of them didn't sound much like railroad names.
QUOTE: Originally posted by Murphy Siding that the railroad simply *bought* the other roads. Now, the info I found for today's(Jan. 1st) today in railroad history thread makes it sound as if Southern merged N&W. Was this so? I had always thought N&W was the dominate road? After all, it's not the "Southern & Norfolk".[;)] Thanks
QUOTE: Originally posted by Murphy Siding FM through merger with The Virginian railroad?
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by CSSHEGEWISCH Some railroads in the diesel era also had a class system. Most were roughly based on builder, wheel arrangement and horsepower. PRR, NYC, EL, CN, MILW, SP and perhaps others used variations of this system. Others used the builders models. Alco and FM had two sets of numbers for their locomotives, the model number (RS1, S6, RSD35, H16-44, CFA16-4, etc) and the specification number (DL and E series on Alcos and ALT series on FM's). What's the difference between a model number, and a specification number? Back to N & W: By waiting to dieselize, they were probably able to wait and see what worked and what didn't. Did they buy only EMDs? Thanks
QUOTE: Originally posted by CSSHEGEWISCH Some railroads in the diesel era also had a class system. Most were roughly based on builder, wheel arrangement and horsepower. PRR, NYC, EL, CN, MILW, SP and perhaps others used variations of this system. Others used the builders models. Alco and FM had two sets of numbers for their locomotives, the model number (RS1, S6, RSD35, H16-44, CFA16-4, etc) and the specification number (DL and E series on Alcos and ALT series on FM's).
QUOTE: Originally posted by Old Timer Asketh Murphy Siding: "OK, I'm more confused. Why did they decide to call something a "J" or a "Y" class?" In some cases, it's hard to say. When the Js were built, there were lower sequential letters available, but the letter J had been used for fast passenger engines before (the first ones were 4-4-0s, the second were 79"-drivered 4-4-2s) so that might have been the motivation. In the case of the Y, the first experimental Mallets were obtained in 1910 and they were assigned to the lowest class letters available, which were X and Y (W's were a large group of 2-8-0s). The 5 0-8-8-0s were assigned the class X-1, the 5 2-8-8-2s were made Y-1. When the first of 190 2-6-6-2s were obtained in 1912, they were assigned the next letter, which was Z and were thus Z-1. N&W was not consistent in assigning numbers to the first examples of a class. All three series of Js were just Js (except the wartime J-1s later reclassed) and all three series of As were just As. But the first Mountains of 1916 were K-1s even though the original Ks had been off the roster for some years. The first M 4-8-0s of 1906 were just Ms; one might have expected them to be M-1s because there had been an earlier class M 4-4-0. But the N&W fan just considers these to be endearing eccentricities . . . Old Timer
Our community is FREE to join. To participate you must either login or register for an account.