This post is regarding those railroads who did not have malley’s.
I believe that the NYC and PRR were two major roads that the have any malley’s.
Can anyone help me out with the rest of the list?
Also, who had the largest number of malley’s (of all classes)?
Thank you,
Ed Burns
Retired NP-BN-BNSF
The locomotives are actually called Mallets, being invented by Mallet, a French man. (Prounounced Mal-lay, but Anglicized to Malley, like valley).
Are you asking about solely Mallets, or simple articulateds*? Mallets were compounds that used their steam twice.
Probably the largest user was the N&W.
*Juniatha refers to these as “Simple Expansion Mallets”.
I did not know that there were different types of Mallet’s
Ed Burns
For some reason, lots of fans like to think “Mallets” have to be compounds. No one knows why.
NY Central and PRR both had a few Mallets. PRR had one simple 2-8+8-2-- maybe the first simple Mallet?
It’s well understood why – M. Mallet himself forcefully declared he did not want his name associated with non-compound versions. The term ‘simple articulated’ was developed to express the idea of ‘single-expansion Mallet’ without using the name – out of respect for the inventor’s wishes. It’s just as OK to honor the inventor for devising the chassis arrangement… he is dead and no longer complaining. ;-}
Lionel Wiener is sometimes invoked as an authority on this question. It might be gainfully remembered that he said, in his book ‘Articulated Locomotives,’ that “The Mallet locomotive has four cylinders working compound … this is an integral part of the system.” (p.471)
Wiener indicates there were simples before 1912, but doesn’t come right out and name them; his only other defined example that early isn’t American (South African, on Cape gauge). See his table 95, p.472, for some other examples.
Do not forget the PRR HC-1 2-8-8-0, a decidedly different, much larger, much more advanced, much more powerful locomotive.
It should be remembered that when ‘Articulated Locomotives’ was published in 1930, almost the entire history of ‘real’ high-speed single-expansion Mallets/simple articulateds remained to be discovered. Even the first ones optimized for high speed* were very new and comparatively untested when the book went to press (two experimental 2-6-6-2s from Baldwin). I suspect the use of ‘simple articulated’ as “the” semi-official term for the big non-compound versions dates from well after 1930 (was it David P. Morgan that publicized it?) and, of c
NYC had compound Mallets in 2 wheel arrangements: 0-8-8-0’s for heavy switching, and 2-6-6-2’s for freight. B&A used some of the 2-6-6-2’s for a while, but they were eventually concentrated on a coal branch in eastern Ohio. PRR had one HH1s 2-8-8-2 built in !911, followed by one CC1s 0-8-8-0 in 1912. Ten larger Baldwin CC2s 0-8-8-0’s followed in 1919. All of these were compounds and intended for freight service, principally as pushers. Juniata built a simple 2-8-8-0 for mainline service in 1919, but it eventually went into pusher service. Then during WWII the road bought six compound 2-8-8-2’s from N&W, PRR class HH1. This class designation did not conflict with the earlier 2-8-8-2 because it had been scrapped by then. Anatole Mallet evidently considered compounding to be an essential element in his invention, and I have always respected that and refrained from using the term when speaking of simple articulateds. In steam days, railroaders often called anything with a hinge a Mallet.
Santa Fe’s experience with Mallets of all sorts was such that it caused them to swear off of articulated locomotives outright, resulting in some very big rigid-frame locomotives. The only exception of which I’m familiar was some secondhand N&W Y-3’s purchased during WW2.
Yes, definitely put an exclamation point with build year 911, though the punctuation point is usually placed after word(s) being emphasized (unless you are writing in Spanish, and then you need two (one upside down).[:D] Sorry, Tom.
TOUCHE! Now you know that they had railroads in the Dark Ages. Who knew?
Something like “A Connecticut Yankee in King Arthur’s Court”???
The B&O had a large number of Mallets (around 100 )in their EL Class. They were built as true compound Mallets around 1916-17. However, they were upgraded and rebuilt by the B&O shops in the late 1920’s into more powerful simple articulated locomotives. After the rebuilds, they weren’t technically Mallets anymore, but they were still called that name on the B&O. They were used until the mid-1950’s.
SP’s early cab-forwards were all built as Mallets. Many were rebuilt as simple articulateds in the early 1920’s and re-classed from MM and MC to AM and AC.
ACY, I think you meant to say B&O instead of B&A. The eastern Ohio line you refer to ran from Wheeling, West Virginia to Cleveland, Ohio. The line crossed the Ohio River from Wheeling at Bellaire, Ohio and angled northwest through Flushing, Holloway, and Uhrichsville where it crossed the Pennsylvania Rail Road Pittsburgh-St. Louis line. The B&O continued north to New Philadelphia, Dover and to Navarre where it followed the Tuscarawas River north to Massillon and then Warwick, just west of Barberton, where it junctioned with the B&O (now CSX) mainline from Akron to Chicago. The B&O hauled coal from West Virginia and southeastern Ohio to the industrial centers of Massillon, Akron and Cleveland.
Massillon was about halfway between Wheeling and Cleveland and was a coaling and water facility. It also had a small yard for switching coal into and steel out of the Republic Steel Plant. The plant had a coke oven so it used quite a bit of coal. The Republic Steel Plant is now a flat Brown Field and the rail yard is gone.
In the 1960s the line was abandoned and the rail removed from Bellaire to Uhrichsville as coal fields were depleted and heavy industry left northeast Oho. R J Corman operates the line from Uhrichsville to Warwick. The Wheeling & Lake Erie uses the R J Corman line from Navarre to Warwick to interchange with CSX.
In the 1950s on frigid winter mornings, our house windows would rattle as the dense air amplified the pounding of the north bound Mallets out of the B&O yard a mile away.
“Mom! 99 is blowing for 16
Well, no, he most certainly did not.
I do confess, though, that I still find it exotic to think of NYC in West Virginia!
One point: the original post wanted to know the railroads that had NO Mallet locomotives. It’s digressed into a discussion of simple vs. compound – which was not what he wanted!
Of course, I wasn’t around to see it, but Al Stauffer says in Steam power of the New York Central System, Vol. 1 (Stauffer, 1961), that several NYC 2-6-6-2’s were used on the Boston & Albany. I believe I’ve read this elsewhere too. They were used in the Berkshires, before another upstart wheel arrangement took that name. Later, they were used on the Alliance Branch, a NYC coal branch that extended from Phalanx, Ohio, through Newton Falls, Alliance, Minerva, and ultimately Dillonvale. The Cleveland Lorain & Wheeling was a B&O property that ran from Wheeling to Lorain with a second line to Cleveland, which branched off the mainline at Lester. Mallets were commonly used between the Ohio River and Lorain, but were apparently forbidden on the Cleveland branch. I’ve never heard of anything bigger that a 2-8-2 on the B&O in Cleveland, but I’m prepared to be proved wrong. EM-1 (simple) 2-8-8-4’s ran into Lorain on the coal/ore runs you mentioned. They also ran on the Lake Branch into Fairport Harbor (Painesville area), and there are numerous photos of EM-1’s running between those two lines through Akron, Kent, and Ravenna. The NYC 2-6-6-2’s and the Alliance Branch are so unusual and out-of-the-way that it comes as a surprise to many folks when they learn these things ever existed! I’ve often wondered whether NYC ever used these engines on other obscure branches like the Ohio Central southeast of Columbus, or perhaps the West Virginia lines (or the Nicholas Fayette & Greenbrier).
I’d like to apologize for being the poster that derailed this thread. I’m sorry.
I don’t remember the Spokane International possessing any Mallets.
I’m assuming we’re only talking about Class 1’s here. As far as who did not use Mallets, NYO&W had none. I know most eastern railroads in the mountains did. East of the Mississippi, I would guess the L&N was the largest one without a Mallet, but I’m not 100% certain. Except for those few on the B&A, I think New England probably had none. The Bessemer was another heavy hauler that avoided Mallets. The NKP had a few that they inherited with the W&LE. Even the RF&P, which never owned a 2-8-0 nor a 2-8-2, had a couple ex-C&O Mallets for hump service at Potomac Yard. Certainly the F.E.C. had no Mallets, but S.A.L. did. I’m not sure about A.C.L., but I think they were Mallet-free. Out west, most Class ones had at least some, with the possible exception of T&P. I believe Michigan was Mallet-free, and I’m sure the SOO had none; but CB&Q and Milwaukee had Mallets, and I think I recall hearing of a few for hump service on C&NW. I may be wrong on that last one. MoPac and KCS had them, but I don’t think Frisco or MKT did. Who can add to this or correct any of my inevitable errors?
Don’t forget the B&M (Hoosac Tunnel) – notable also as being one of the demonstrated exceptions made by the USRA in standardizing locomotive design…
Frisco did have true Mallets, although they were less than successful:
Before someone calls me on it, I have to say I was doubly wrong about those B&M 2-6-6-2 Mallets. Not only did B&M have them, but they sold them to the Maine Central, another New England road. Now about that Frisco engine, what the heck is that on the pilot deck? Water for the section crews? Beer from St. Louis?