Early in the United States' involvement in World War One, the railroad industry faced multiple crises. With the rail network operating as many separate, fragmented, and competitive railroads, critical materials were unable to reach their markets due to poor coordination. Although eastern markets had a surplus of empty cars, the empty cars were not making their way back for reloading in a timely manner. Competition between railroads saw lines trying to protect their market share bog down in a deluge of traffic instead of routing freight through alternate lines with sufficient capacity. With an abundance of traffic, railroads scrambled to keep trains moving with anything they could get their hands on - but this effort took its toll on the equipment. Bad weather in late 1917 saw the entire network nearly grind to a halt. On December 26, 1917, President Wilson put the US rail network under government control through a new agency - the United States Railway Administration (USRA).
Starting in February, the USRA established committees of locomotive designers and railroad operations staff to design standard locomotives to relieve the power shortage and reduce maintenance costs. The committees intentionally avoided experimental equipment (such as feedwater heaters) or exotic wheel arrangements; however, the committes were also forward-looking, avoiding antiquated designs which would soon be obsolete. Ultimately, the committees decided on 12 standard designs: two Mikados, two Pacifics, two Santa Fes, two Mountains, two Mallets and two Switchers. Components were standardized between types as much as possible to reduce manufacturing and maintenance costs. Dimensionally, the engines were comparable to examples of each wheel arrangement built in 1916 and 1917. Initial design work was completed in April 1918, with the designs being finalized in June 1918. The first USRA locomotive, a Light Mikado (2-8-2-A) for the Baltimore & Ohio, rolled out of the Baldwin factory in July 1918.
To accompany the standard designs, the committees designed three tenders. Much like the engines, the three tender designs reflected best practices of the pre-war era. In lieu of fabricated frames and trucks, all three tenders rode on Commonwealth cast steel frames and several different cast steel truck designs. Although three different water capacities were produced - 8,000 gallon for switchers, 10,000 gallon for road engines, and 12,000 gallon for the Mallets and 2-10-2-B - all shared a 16 ton coal bunk. These tenders were widely copied soon after the war, but were generally obsolete by 1930. Even so, these tenders enjoyed a long service life, with many examples operating to the end of steam.
T&P's H-2s were assigned the 10,000 gallon tender which was standard to the 2-8-2-A. As built, the tenders had a relatively small turtleback oil bunk of approximately 3,000 gallons. On leaving the shops after their major rebuild in the late 1930s, the H-2-Rs sported larger tenders. As the post-rebuild tenders generally matched the USRA 12,000 gallon tender, it appears the original tenders were stretched for additional water capacity. Larger oil bunks and doghouses were added at the same time.
Тип: traincar