A bit late, but I wanted to point out their is a survivor among the light Santa Fe types. Duluth, Missabe and Iron Range number 506 is currently at the National Railroad museum.
The New Haven Railroad had 50 L-1 #3200-3249 built in 1918 by Alco Schenectady. They ran mostly on the Maybrook route crossing the Hudson River over the famous Poughkeepsie railroad bridge (opened 1889 now used as a pedestrian walkway called Walkway over the Hudson.) They had 63”drivers and 30”x32” cylinders and were about halfway between the USRA light and heavy Santa Fes in weight and tractive force. All were retired between 1946-1950 all scraped. Nice video Steve. Jim.
Hi Jim. Thanks for sharing this great information. You have a point with the New Haven L-1's but they came along a little late for the USRA to consider them. The USRA placed their first order in June 1918, so the NH L-1's had either just arrived on the property or were about to. Thank You for the comment and thanks for watching!!!
Interesting video with lots of good data! I like knowing why some railroads preferred the straight frame over articulated - something I didn’t know. Regards.
Hi littlejohnny. The railroads at times were slow to adopt new technology and the articulated was seen as a radical concept by some roads. I'm glad to you liked the video and thank you for watching!!
It's nice to see someone taking the time to do in depth history the "USA Standards". I can't help but wonder just what would've been the second batch if the USRA hadn't gone the ghost.
Hi BotLiquor. That's a great question. If the war had lasted longer and the USRA went on for a few more years, I wonder if they would have made any significant changes to the USRA designs. Thanks for watching and I'm glad you are enjoying the series!!
It surprises me that Pennsy would have found issue with driver wear when you consider that the Pennsy had a great number of heavy Decapods (2-10-0) on their roster.
Hi cdjhyoung. I think the Decopods suspension and lateral motion devices were a lot more flexible/forgiving than the those of the heavy USRA Santa Fe. A good part of the Pennsy's system was in mountainous territory with sharp curves, so a long wheel base locomotive with flexible underpinnings was essential. Thank you for your comment and thanks for watching.
Something I've never been able to figure out regarding the light 2-10-2 is those lateral motion devices and whether its true. Southern had their order of light 2-10-2's banned from operating on Saluda due to supposedly their lack of these devices, which the pre-war SS order had to negotiate the curves. Looking through the book "Uncle Sam's Locomotives" its stated like you said that the engines had them when new, so who knows.
Hi littlejoe1633. I think the light 2-10-2's derailment issues factored into that decision as well. The lateral motion devices were half the problem, the light axle load/centering springs on the pilot truck was the other. A derailment prone locomotive operating on the Saluda grade was a disaster waiting to happen. I think the railroad made the right call. Thank you for the comment and thanks for watching!!
Baldwin has a few remaining examples of 2-10-2’s that had lateral motion devices on the front driver and one of them I’m familiar with is SP 982 and I know she could handle most curves and even had a large driver size for her class.
A bit late, but I wanted to point out their is a survivor among the light Santa Fe types. Duluth, Missabe and Iron Range number 506 is currently at the National Railroad museum.
Thank you! The 2-10-2 wheel arrangement has always been an interest of mine so when I saw this video I almost jumped for joy.
Hi Dylan. I'm glad you enjoyed the video and thank you for the feedback!!!
The New Haven Railroad had 50 L-1 #3200-3249 built in 1918 by Alco Schenectady. They ran mostly on the Maybrook route crossing the Hudson River over the famous Poughkeepsie railroad bridge (opened 1889 now used as a pedestrian walkway called Walkway over the Hudson.) They had 63”drivers and 30”x32” cylinders and were about halfway between the USRA light and heavy Santa Fes in weight and tractive force. All were retired between 1946-1950 all scraped. Nice video Steve. Jim.
Hi Jim. Thanks for sharing this great information. You have a point with the New Haven L-1's but they came along a little late for the USRA to consider them. The USRA placed their first order in June 1918, so the NH L-1's had either just arrived on the property or were about to. Thank You for the comment and thanks for watching!!!
God i love the Santa Fe type so much
Very nice video!!!
Thank You!! Thanks for watching!!
Nice job thanks
Hi Daniel. Thank you for the compliment and thanks for watching!!
Interesting video with lots of good data! I like knowing why some railroads preferred the straight frame over articulated - something I didn’t know. Regards.
Hi littlejohnny. The railroads at times were slow to adopt new technology and the articulated was seen as a radical concept by some roads. I'm glad to you liked the video and thank you for watching!!
It's nice to see someone taking the time to do in depth history the "USA Standards". I can't help but wonder just what would've been the second batch if the USRA hadn't gone the ghost.
Hi BotLiquor. That's a great question. If the war had lasted longer and the USRA went on for a few more years, I wonder if they would have made any significant changes to the USRA designs. Thanks for watching and I'm glad you are enjoying the series!!
It surprises me that Pennsy would have found issue with driver wear when you consider that the Pennsy had a great number of heavy Decapods (2-10-0) on their roster.
Hi cdjhyoung. I think the Decopods suspension and lateral motion devices were a lot more flexible/forgiving than the those of the heavy USRA Santa Fe. A good part of the Pennsy's system was in mountainous territory with sharp curves, so a long wheel base locomotive with flexible underpinnings was essential. Thank you for your comment and thanks for watching.
Thanks.
Something I've never been able to figure out regarding the light 2-10-2 is those lateral motion devices and whether its true. Southern had their order of light 2-10-2's banned from operating on Saluda due to supposedly their lack of these devices, which the pre-war SS order had to negotiate the curves. Looking through the book "Uncle Sam's Locomotives" its stated like you said that the engines had them when new, so who knows.
Hi littlejoe1633. I think the light 2-10-2's derailment issues factored into that decision as well. The lateral motion devices were half the problem, the light axle load/centering springs on the pilot truck was the other. A derailment prone locomotive operating on the Saluda grade was a disaster waiting to happen. I think the railroad made the right call. Thank you for the comment and thanks for watching!!
Baldwin has a few remaining examples of 2-10-2’s that had lateral motion devices on the front driver and one of them I’m familiar with is SP 982 and I know she could handle most curves and even had a large driver size for her class.