It might not be the prettiest toy in the box, but it's definitely dependable; it can pull three maximum-weight carriages and never sputter". This is a "special offer" train which can only be obtained through a promotional sale and only for cash. After installing 2nd upgrade Suspensionthe locomotive will get an infinity reliability i.
Even though, the locomotive has decent characteristics, it is limited in supported carriage types and counts against depot capacity. In addition, it cannot pull Special Carraiges required to Transport Silver. Since the locomotive can be purchased only via special offer, it doesn't require initial research:. By installing a suspension, the locomotive will no longer require repairs and will never break down.
A fully upgraded Mallet locomotive is certainly better than Decapod due to better Efficiency. A locomotive is available via special offer only.
Actual price may vary. There is no way to purchase it for in-game gold. The locomotive may fall into disrepair and require Maintenance ; The frequency of Maintenance required is based upon its Reliability. Repair costs are unknown, but is believed to be quite high. Sign In Don't have an account? Start a Wiki. Key features: Can pull up to three carriages Is more efficient than Decapod locomotive After installing 2nd upgrade Suspensionthe locomotive will get an infinity reliability i. Contents [ show ].
Categories :.In simplistic terms the Consolidation Mallet was an extension of the common Consolidation. The first road to begin experimenting with the design was the Santa Fe in the early 20th century to create a more powerful, Mallet locomotive a relatively new concept at the time.
While the was a relatively early Mallet several remained in regular service until the end of the steam era in the s. Sadly, no examples of this interesting design remain preserved today. The wheel arrangement went by some interesting names on various railroads; the Kansas City Southern referred to theirs as "Big Mallies" while Union Pacific came up with the interesting title of "Bull Moose.
The history of the began in at the Sante Fe's Topeka, Kansas shops as one of the railroad's first such locomotives put into service. What resulted was a design the Santa Fe called the Consolidation Mallet, a name that stuck in describing the wheel arrangement. The first unit outshopped was but the unit encountered balancing issues and did not achieve a desired tractive effort rating.
The railroad went on to roster four examples in all but was never particularly happy with the results. According to SteamLocomotive. Here, the design found far more success as the GN was quite pleased with its examples as they received the nickname of "Bull Moose" for their ability to pull almost anything.
After only a decade of service the original compound locomotives were simpled in boosting their boilers to psi and offering tractive efforts exceedingpounds. The GN continued to refine their fleet of Consolidation Mallets, overhauling the units in with, among other improvements, roller bearings and a boiler rating of psi. The more powerful s were used in both passenger and freight service where they were well liked.
As it turns out the Union Pacific was another system quite fond of the and also referred to its fleet using the "Bull Moose" designation.
The railroad went on to roster 70 of these Mallets either built by its own shops or manufactured by the American Locomotive Company Alco and first went into service in Listed as Class MC by the UP the locomotives were upgraded twice during their service lives, in and where tractive efforts reached more thanpoundsand primarily operated as helpers over the stiff grades of the Wyoming Division.
In the railroad acquired a fleet of sixteen former Seaboard Coast Line Chesapeakes, which were numbered and given Class EL-6a.
The three other roads to operate the included the Utah Railway, Pennsylvania which rostered only a single unit it built at its Juniata Shops in, and Kansas City Southern. The railroad normally operated the s, which it referred to as "Big Mallies," along its northern Division between Kansas City and De Queen, Arkansas. The locomotives remained in regular service until after Finally, the Utah had a fleet of three it purchased from Baldwin in, that the railroad also liked very well and used them in heavy coal drag service until the s.
Wes Barris's SteamLocomotive. The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries North America and beyond.
It is difficult to truly articulate just how much material can be found at this website. It is a must visit!
Today, there are tens of thousands of miles scattered throughout the country. Many were pulled up in the 's and 's although others were removed long before that.Under the Whyte notation for the classification of steam locomotives by wheel arrangementa is a locomotive with one pair of unpowered leading wheelsfollowed by two sets of three pairs of powered driving wheels and one pair of trailing wheels.
The wheel arrangement was principally used on Mallet-type articulated locomotivesalthough some tank locomotive examples were also built. The wheel arrangement was most often used for articulated compound steam Mallet locomotives. In a compound Mallet, the rear set of coupled wheels are driven by the smaller high pressure cylinders, from which spent steam is then fed to the larger low pressure cylinders that drive the front set of coupled wheels.
This type of locomotive was commonly used in North America on logging railroads. The wheel arrangement was also used in South Africa and the Soviet Union. It was a modern but compact Mallet of which only one was built.
From Wikipedia, the free encyclopedia. Articulated locomotive wheel arrangement. Steam Locomotives of the South African Railways. Locomotives of the South African Railways 1st ed. Cape Town: Struik. Steam locomotive wheel arrangements. Shay Climax Heisler Willamette. Rolling stock of former Soviet Union countries. Categories : locomotives 1C C1 locomotives.
First known tender engine version First use Central South African Railways. American Locomotive Company. Wikimedia Commons has media related to Bythey had all been upgraded with an additional leading axle making them locomotives. They reclassified their MM-2 as AM This was done to improve handling at speed.
SP used these locomotives in the Sierra Nevada for about 20 years, retiring them in the mids. The rebuilt locomotives were renumbered into the series then used on SP's Portland Division in Oregon until they were again retired in the late s.
The locomotives were all scrapped soon after retirement with the last, originallyon September 23, Text: wikipedia. References: Lewis, Robert G. The Handbook of American Railroads.
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We would like to sincerely thank all those who have already helped support this worthy cause. For more information click HERE. View on Mobile. Close window [X].Kirkman Cropley Phillips Company. The two sets of cylinders are supplied with steam from a single boiler; which makes it practically two locomotives combined in one, and having only one boiler.
The rear group of wheels is carried in frames rigidly attached to the boiler in the usual manner, while the frames which carry the front group of wheels are not secured to the boiler, but support it by means of sliding bearings. There is a hinged connection between the frames of the front engine and those of the rear engine, about which the former is permitted a limited swing in relation to the latter.
It will be seen that the front group is a truck which swivels radially about its articulated connection with the rear group, when the locomotive passes through a curve. It is from this feature that the articulated type of locomotive derives its name.
Locomotive profile: 2-6-6-2 Mallet steam locomotive
Because of the fact that only the rear group of wheels is carried in rigid frames, the articulated type of locomotive provides a short rigid wheel base capable of passing through curves of short radius.
At the same time, the total number of wheels is greater than in the ordinary types of locomotives; and the weight is distributed over a greater number of axles. Consequently, an enormous weight with corresponding tractive power may be provided in this type without an excessive weight per wheel on the rail.
In an articulated compound locomotive having twice as many driving wheels as a given locomotive of the rigid-frame type, double the tractive power of the latter is available, with the same weight per driving wheel on the rail and with no increase in the length of the rigid wheel base.
DM & IR Yellowstone Mallet #229 Locomotive
Or vice versa, with the same tractive power in each case, the weight per driving wheel on the rail of the articulated compound locomotive may, by the use of the proper wheel arrangement, be reduced to one-half of that of a given locomotive of any of the types in ordinary use. The work being divided between two sets of pistons, crank pins, rods, and driving axles, an enormous tractive power is obtained in the articulated compound locomotive with practically no increase in the weights of the moving parts over those of a locomotive of the rigid-frame type, having half the tractive power; or with the same tractive power in each case the moving parts of the articulated locomotive may be made much lighter than those of locomotives of other types.
In addition to the advantages due to its wheel arrangement, the articulated compound locomotive possesses all those resulting from compounding the steam. This type of compound locomotive is what is known as a two-stage compound; that is, the steam is used successively in two sets of cylinders. Steam from the boiler is admitted to the first set or high pressure cylinders, which ordinarily drive the rear group of wheels; and, having done work in those cylinders, is then used over again in the second set or low pressure cylinders which are connected to the front group of wheels.
From the low pressure cylinders, the steam is exhausted to the atmosphere. Between the high and low pressure cylinders and connecting the two is a large pipe called the receiver, into which the steam from the high pressure cylinders exhausts when the locomotive is working compound.
The receiver is simply a reservoir in which the exhaust steam from the high pressure cylinders is stored until it is required by the low pressure cylinders. From the receiver, the steam is admitted into the low pressure cylinders by their valves in the usual manner. The low pressure cylinders have a larger piston area than the high pressure cylinders, the ratios between the two being such that, at the ordinary working cut-off, the steam at the lower pressure per square inch acting against the larger piston area, exerts the same force as the higher pressure steam acting on the smaller area.
Consequently, the high and low pressure cylinders having the same stroke, each set of cylinders ordinarily does practically the same amount of work.Verhulst Foundation. Recent photos on our Facebook page, click link at the bottom of the page. Mallet locomotivealso known as a Yellowstone, was one of the largest locomotives made.
Built init went directly to helping transport materials during the war. The Mallet is considered an example of a slow-drag freight articulated locomotive because, although slow, the Mallet was powerful and able to haul mile-long trains of iron ore. The Mallet located in Two Harbors is one of only three Yellowstones to be preserved. They came in two separate contracts of eight locomotives in and an additional ten locomotives in As one might expect, steel for military hardware took precedence over all nonmilitary use of steel.
These Mallets however were so important when it came to moving the iron ore that they were assigned the AA preference rating for the materials needed for construction. In other words the Yellowstones were a higher priority than military steel for tanks and ships.
Yellowstone was the second locomotive in the second group of Mallets that were built in The was completed and test run on January 5, and afterward scheduled to depart the Baldwin plant on January 9 th. This was mid-winter and the ore season was closed in Minnesota. During that winter pulled long freight trains over the Rocky Mountains and Continental Divide. When the returned from Colorado init was sent directly to Two Harbors to begin working on the Iron Range Division.
Only 72 Yellowstone locomotives were ever built in the U. Filling the tender took 26 tons of coal and 25, gallons of water. Altogether the working weight was almost a million pounds. Steam pressure was pounds per square inch creating a tractive effort ofpounds.
The last Yellowstone to make a regular ore run was on July 5, on the Missabe Division. It was sent to Two Harbors and put on display for a very short time before being swapped for This engine deteriorated in the weather and was replaced in bywhich had been stored in the Proctor roundhouse up until then. The 3 Spot and Mallet represent the first and the last in the evolution of the steam locomotive on the Minnesota Iron Range. Plan a visit today!THE maximum tractive force which can be developed by a locomotive depends primarily upon the weight carried on the driving wheels.
With given track conditions, there is a maximum load per wheel which cannot be safely exceeded; hence the number of driving wheels used must be such that the weight necessary for adhesion can be carried without overloading the rails.
Because of wheelbase limitations it is not practicable to couple more than five pairs of driving wheels in one group; and on some roads even this would require a rigid wheelbase of prohibitive length. If, therefore, additional wheels must be used to carry the required weight, it is necessary to divide them into two groups and to arrange at least one group in the form of a truck in order to keep the rigid wheelbase within reasonable limits.
With such a plan a locomotive of high tractive force can be designed with a long total wheelbase and moderate wheel loads, and can at the same time traverse curves without difficulty. The most successful type of articulated locomotive at present in use on American railways is the Mallet.Virginian Railroad Old Locomotive film, "Virginian Vignettes"
These locomotives were first introduced on European railways, inby M. Anatole Mallet, a noted French engineer. They were first built by The Baldwin Locomotive Works infor the American Railroad of Porto Rico, a metre gauge line; but it was two years later before they were employed to any extent on railways in the United States. The use of Mallet locomotives in this country was at first restricted to pushing service on mountain grades.
For this they are admirably adapted, as because of their great tractive force the number of helper engines required to perform a given service is reduced to a minimum, as is also the amount of tonnage reduction necessary when transferring a train from a level to a mountain division. With a given allowable weight per axle, a Mallet locomotive can be built to develop twice as much tractive force as an engine of the ordinary type, because twice as many pairs of driving wheels can be placed under it.
The weight necessary for adhesion can thus be safely carried, and a proportionate increase in the tractive force developed. This high tractive force, however, can be utilized only at moderate speeds, such as are maintained in heavy freight and mountain service.
As in other types of locomotives, the tractive force of a Mallet falls off with an increase in speed; and hence a point is soon reached where the large adhesion weight cannot be utilized.
It is important that Mallet locomotives be specially designed for the required service, and used in that service to obtain the most satisfactory results. In certain cases, Mallet locomotives are used to advantage in road service; as, for example, where heavy tonnage trains are hauled over long grades at moderate speeds.
Such work requires locomotives capable of exerting a high tractive force for sustained periods of time. The locomotives for the Clinchfield road are operating under these conditions. Several other locomotives used in road service, are described. In each case the engines were specially designed for the particular service required. The general features of the Mallet type of locomotive are well known, and only brief reference need be made to them in this connection.
The cylinders are four in number, and they are arranged on the compound system; the high-pressure cylinders driving the rear group of wheels, and the low-pressure the forward group. The front frames are hinged to the rear frames in such a way that when the engine enters a curve, the front group of wheels swings about a hinge pin located on the center line of the engine between the high-pressure cylinders.
The boiler is held in rigid alignment with the rear frames, and is supported on the front frames by sliding bearings. Flexible pipes convey the steam from the high to the low-pressure cylinders and from the latter to the smoke-box.
Large locomotives of this type can be designed to traverse the sharpest curves usually encountered in trunk line operation. These locomotives are of the type and the general arrangement of the steam piping is like that shown in Figure 1.
The steam dome is placed immediately above the high-pressure cylinders and the live steam is conveyed from the throttle to the steam chests through external, rigid pipes. The receiver pipe connecting the high and low-pressure cylinders, is placed on the center line of the locomotive between the frames, and is fitted with a ball joint at the back end.
The center line of the ball joint coincides with the center of the articulated frame connection, so that the length of the receiver pipe is constant regardless of the relative positions of the front and back frames. A slip joint is placed near the front end of the pipe, to compensate for expansion and contraction. The exhaust pipe is fitted with a ball joint at each end and a slip joint in the middle. The illustration in Figure 2, shows the arrangement of piping used when a Baldwin reheater is installed in the smoke-box.
The high-pressure exhaust is carried forward through external pipes, which discharge the steam into the lower reheater drums. The reheater is arranged like a Baldwin superheater.