USRA caused headaches on all the roads upon which they worked. They required different parts and maintenance from the ‘home’ engines. Post war, most were heavily modified to conform to home road specs. Lesson learned, when WWll came about, the feds kept their nose out of rail operation resulting in a much greater transportation system.
Yours is one interpretation. C&O bought USRA 0-8-0's, 2-8-2's and 2-6-6-2's, Each were long living classes on the C&O and deemed good enough designs that the C&O ordered more from each class in the years after the war. The 2-8-2 were class K1 on the C&O. C&O ordered more of these engines as Class K2a with only a modification of the location of the air pumps. Class H5 was the USRA 2-6-6-2 on the C&O. C&O also ordered many more of this engine type in Class H6 - the biggest single engine class on the C&O until the GP9's. So not every railroad thought these were the engines from hell.
Hi saturnwachter841. You must be reading my mind. I'll have a video out covering the light and heavy mikes in the next few days and the USRA Pacific's will be next!!! Thanks for watching!!
Got a chuckle out of the USRA response to those complaints "It breaks when we crash it" "Why the hell do you think that's our fault? Don't crash it, stupid."
Thanks for the video. When you talk about the steam pressure of the USRA 0-8-0 you say the pressure was "reduced to 175 PSI" , but the table said it was increased to 210 PSI.
Hi jims6323. I don't think the PRR ever received an allotment of USRA 0-8-0's. The type wasn't very popular on the Pennsy since they favored the 2-8-0 for switch and transfer work. They did, however, build the heaviest 0-8-0's in the early 1920's. Thanks for watching!!
Thanks, the reason I asked is that I've got 2 Lionel USRA 0-8-0's in PRR garb. I've never seen any pictures of them on the PRR, and didn't really think they had any.
Unfortunatly The Mentioning Of All Those Components, Leaves A Lay Person Interested In These Locomotives, Completely Baffeled. Perhaps If A Pointer Was Aimed At The Location Of Those Parts Being Mentioned, (Instead Of Just A Picture Of Each One Sitting There), This Posting Would Be More Interesting. As It Is, I Became Lost And Disintersested Half Way Through This Report. Sorry...
Hi davemckolanis. Thank you for the feedback. I'm always walking a fine line between boring the more knowledgeable folks and bewildering those who may be new to the subject matter. Your point is very well taken and duly noted. THANK YOU!!!
The reason why I love the USRA engines is because all of our lives would be SO MUCH EASIER if all machines had standardized designs.
USRA caused headaches on all the roads upon which they worked. They required different parts and maintenance from the ‘home’ engines. Post war, most were heavily modified to conform to home road specs. Lesson learned, when WWll came about, the feds kept their nose out of rail operation resulting in a much greater transportation system.
Yours is one interpretation. C&O bought USRA 0-8-0's, 2-8-2's and 2-6-6-2's, Each were long living classes on the C&O and deemed good enough designs that the C&O ordered more from each class in the years after the war. The 2-8-2 were class K1 on the C&O. C&O ordered more of these engines as Class K2a with only a modification of the location of the air pumps. Class H5 was the USRA 2-6-6-2 on the C&O. C&O also ordered many more of this engine type in Class H6 - the biggest single engine class on the C&O until the GP9's. So not every railroad thought these were the engines from hell.
Can we get a video about the USRA Light and Heavy Pacifics? They got some interesting history behind them.
Hi saturnwachter841. You must be reading my mind. I'll have a video out covering the light and heavy mikes in the next few days and the USRA Pacific's will be next!!! Thanks for watching!!
Got a chuckle out of the USRA response to those complaints
"It breaks when we crash it"
"Why the hell do you think that's our fault? Don't crash it, stupid."
Thanks for the video. When you talk about the steam pressure of the USRA 0-8-0 you say the pressure was "reduced to 175 PSI" , but the table said it was increased to 210 PSI.
Hi Brian. That was a verbal glitch on my part. The table is correct. Thanks for catching that mistake and thanks for watching!!
As some who has fired and run steam I find this absolutely fascinating. Thanks much!
Hi poowg2657. Thank you for the feedback and thanks for watching!!!
Thanks Steve! Good information. Always something in these we didn’t know before.
Hi littlejohnny47. I'm glad you enjoyed it. Thanks for watching!!
More USRA! And it's the underrepresented locomotives at that.
Keep it up. you'll get 10k views on the first day soon.
Hi nathanielmeade5731. I'm glad you enjoyed the video. Thank you for the kind words and thanks for watching!!
That was excellent! Do you know if the Pennsy had any USRA 0-8-0's?
Hi jims6323. I don't think the PRR ever received an allotment of USRA 0-8-0's. The type wasn't very popular on the Pennsy since they favored the 2-8-0 for switch and transfer work. They did, however, build the heaviest 0-8-0's in the early 1920's. Thanks for watching!!
Thanks, the reason I asked is that I've got 2 Lionel USRA 0-8-0's in PRR garb. I've never seen any pictures of them on the PRR, and didn't really think they had any.
Total missed the use of these 0-8- and 0-6-0 used with Canadian National and Canadian Pacific as their branch lines in the USA.
Unfortunatly The Mentioning Of All Those Components, Leaves A Lay Person Interested In These Locomotives, Completely Baffeled. Perhaps If A Pointer Was Aimed At The Location Of Those Parts Being Mentioned, (Instead Of Just A Picture Of Each One Sitting There), This Posting Would Be More Interesting. As It Is, I Became Lost And Disintersested Half Way Through This Report. Sorry...
Hi davemckolanis. Thank you for the feedback. I'm always walking a fine line between boring the more knowledgeable folks and bewildering those who may be new to the subject matter. Your point is very well taken and duly noted. THANK YOU!!!