> There are a lot of older folks with total recall of
stuff that never happened.

>Possibly we've found another.

When on the losing side of a discussion, always resort to being snarky.

> IF there was such "official" paperwork, to back up
what you claim, how about sharng it?

Look in AAR rules, look in various railroad SIs and notices issued over a prolonged period of time, not just the 1940s. Be advised, however, that railfans have never really saved and preserved much beyond ETTs. SIs have a poorer preservation rate unless they were bound together with the ETTs, which wasn't always the case (and which varied from RR to RR).

> The stuff I cited is out there published for all the world to see.

By your own admission, it's also incomplete.

What I have cited is the result of over 40 years working on the RR, preceded by about 10 years of research into things RR-mechanical. The first few pages of this:
[www.asme.org] provide informed background into CI wheel problems. If you don't like or agree with what it says, go argue with the American Society of Mechanical Engineers, not me.

I haven't said specifically how your favorite RR would inform you of restricted cars in your train nor what the speed limit might be, only that they would do so, particularly after a problem became recognized. I have also said that the AAR prohibited CI wheels in interchange in 1958 and that this post-dates your treasured 1940s UP stuff. Another post pointed out they were still on the WP in the 1980s in M/W service, which is not interchange service. I can recall someone in the WP's mechanical department once mentioning that as late as the early 1980s the WP was still receiving about one car with CI wheels every month or two in interchange from the Pacific Northwest.

My original point was that regardless of the top speed of your favorite steam engine, you would not be permitted to exceed the speed limit of the slowest car in your train. You still don't get it.