United States Railroad Administration

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The United States Railroad Administration (USRA) was a railroad control agency in the United States from 1917 to 1920. Its establishment resulted in one of the greatest standardizations in the history of railways in North America .

prehistory

On April 6, 1917, the United States entered the First World War . At that time, the railroad was the most important means of land transport for economy, armaments, war material and troops. In contrast to many European countries at the time, there was no state railway in the USA . The railways were owned by a large number of private railway companies of different sizes. Although they had invested large sums in the expansion of their railway lines at the beginning of the 20th century , there were significant deficiencies in 1917, particularly in stations , railway lines and rail vehicles . An important reason for this was the difficult economic situation of many railway companies at that time. At the beginning of the century, the US economy was weakened by inflation . To keep transportation costs low, had the United States Congress in 1906 with the Hepburn Act of Interstate Commerce Commission (ICC) tariff regulatory powers given ordered the maximum rates for freight rates and so the profit limited the railway companies. In addition, a statutory regulation in 1916 set weekly working hours at 48 hours, which in fact amounted to an increase in personnel costs. The route network had grown so much that numerous routes could not be operated profitably due to the tough competition. In 1915, a sixth of the routes were owned by railway companies that were facing bankruptcy .

In order to coordinate the operation of the railway, the railway companies first tried to coordinate their work independently by establishing the Railroads' War Board . However, this approach failed due to antitrust and other barriers. Finally, the ICC recommended state control of the railways to ensure efficient operation during the war.

Work of USRA

By proclamation of President Woodrow Wilson on December 26, 1917, all US railroad companies were placed under the United States Railroad Administration (USRA). As the first director general of USRA, Wilson installed the US Treasury Secretary , William Gibbs McAdoo , who was also his son-in-law. He gave up the post in November 1918. He was succeeded by Walker Hines .

The tracks were divided into the three areas east, west and south. Parallel passenger traffic has been eliminated, expensive and personnel-intensive sleeping car connections have been reduced and made unattractive with additional charges. A uniform ticket system was established, stations, workshops and railway operating facilities were used jointly by all railway companies.

The United States Railroad Administration had every means to ensure efficient rail operations. Actions previously blocked by the Interstate Commerce Commission were now possible. Among other things, it was also possible to adjust the tariffs for rail transport to the increased costs. The employees and heads of the individual departments of USRA were primarily provided by long-term employees and management staff of the railway companies. From 1918, however, a ban was imposed on one person being employed at the same time by USRA and a railway company or being able to hold a managerial position there. As a result, various railway managers switched to USRA.

On March 21, 1918, the Railway Administration Act came into force. He confirmed the nationalization by President Wilson in 1917. The new law guaranteed the return of the railroads to their previous owners within 21 months of a peace agreement. It was also guaranteed that the property would be handed over in a condition that at least corresponds to the original condition at nationalization. It was also assured that the private railway companies would receive an annual compensation for the use of their property as compensation, which was calculated from the operating income of the last three years before nationalization. So the law stipulated that nationalization was only temporary.

In order to increase efficiency in the manufacture and maintenance of rail vehicles, numerous standard designs for steam locomotives and wagons were defined and commissioned by the USRA. By USRA new cars and 1,930 locomotives for 380 million were more than 100,000 US dollars procured. In this way, obsolete material was quickly replaced by modern, standardized vehicles.

Standard series of USRA

The following table lists all USRA standard series for steam locomotives. The addition "Light" defines a maximum axle load of 24,500 kg, the addition Heavy a maximum axle load of 27,200 kg.

Original designation Wheel alignment number of pieces comment
USRA 0-6-0 "Switcher" C. 255 Used as a shunting and branch line locomotive
USRA 0-8-0 "Switcher" D. 175 Used as a heavy shunting and branch line locomotive
USRA 2-8-2 "Light Mikado" 1'D1 ' 625 the most built USRA model
USRA 2-8-2 "Heavy Mikado" 1'D1 ' 233
USRA Light 2-10-2 "Light Santa Fe" 1'E1 ' 94
USRA 2-10-2 "Heavy Santa Fe" 1'E1 ' 175
USRA 4-6-2 "Light Pacific" 2'C1 ' 81
USRA 4-6-2 "Heavy Pacific" 2'C1 ' 20th
USRA 4-8-2 "Light Mountain" 2'D1 ' 47
USRA 4-8-2 "Heavy Mountain" 2'D1 ' 15th
USRA 2-6-6-2 (1'C) C1 ' 30th
USRA 2-8-8-2 (1'D) D1 ' 106 This design was used extensively by the Norfolk and Western Railway (NW) and the Virginian Railway (VNG) even after the USRA was dissolved. They were listed in the NW and as class Y and in the VNG in the US class .

resolution

In February 1920, the Esch-Cummins Act strengthened the powers of the ICC with regard to the railway system, but at the same time the USRA was dissolved on March 1, 1920.

Web links

Commons : United States Railroad Administration  - collection of pictures, videos and audio files

Individual evidence

  1. ^ Maury Klein: Union Pacific 1894-1969