Malvern & Freeo Valley 2-6-0 "Mogul" Locomotives in the USA

Class 10 (Locobase 14720)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 62, p. 423. See also the Texas Transporation Archives's reproduction of the Tap Line Summary at []. Works number was 52709 in December 1919.

The Wisconsin & Arkansas Lumber Company started building this tap line from Malvern (just southwest of Little Rock) to Landers logging camp 9 miles (14.5 km). From the Landers end, 17 more miles (27.4 km) of tram road led into the stands of timber.

The Tap Line Summary for this road determined that it was wholly a logging road and thus not a common carrier. In 1918, Moody's reported the main line of road, which opened 1 December 1905, as running southeast 16 miles (25.8 km) between Walco (in Malvern) and Lono, Ark. Rails weighing 45 and 60 lb/yard (22.5 and 30 kg/metre) ran up 5% grades at a maximum and around 20 degree curves (radii of 288 feet/87.8 metres).

At the time of the analysis (ca. 1913), the W&ALC's timber holdings included 65,000 acres of uncut soft pine timber projected to last 12-14 years and to yield 500,000,000 feet (152,400,000 metres) of lumber. The estimate wasn't too far off--the last timber was cut in 1929.

The powerful logging Mogul shown in this entry encountered some pretty rough conditions. When the M&FV ordered a younger sister a few years later (Locobase 15242), the spec included the comment that the 10's springs "frequently broke".

The 10 later operated on the Sumter Lumber Company's rails as their #4. SLC sold the 4 to the DeKalb & Western (Meridian, Miss) as their 504 in 1941.

Class 16 (Locobase 15242)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 71, pp. 425+. Works number was 56331 in March 1923.

Locobase 14306 shows the 10, a logging Mogul delivered to this Wisconsin & Arkansas Lumber Company railroad in 1919. Four years later, the M&FV returned to Eddystone for a sister engine that had the same boiler and firebox, but slightly more cylinder volume and a slightly higher pressure setting. Balanced Richardson slide valves were replaced by 9 1/2" (241 mm) piston valves. Experience with the earlier engine led to a comment that its springs "frequently broke", so they demanded that the 'springs and spring bands" were to be "extra heavy."

The railroad also specified a larger tender.