Chicago, Burlington & Quincy 2-6-6-2 "Mallet Mogul" Locomotives in the USA

Class T-1 (Locobase 1047)

Data from locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). See also DeGolyer, Volume 30, pp. 24+. Works numbers were 32722-32724 in March 1908.

Identical to the Great Northern's L-1s (Locobase 5354) and fitted with a Belpaire firebox. These three were originally built for the GN with road numbers 1905-1907, but were sold to the Burlington before delivery.

Baldwin delivered five more T-1as in 1909; see Locobase 13507.

After main-line service, they worked the hump at the Galesburg, Ill. yard. 4002 was retired in June 1927. 4001, 4003 were eventually rebuilt as 0-8-0 F-2 switchers with sizable 25" x 32" cylinders generating 60,700 lb in tractive effort in 1926-1927. 4001 went to the scrapper in June 1946, 4003 in December 1948.

Class T-1a (Locobase 13507)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 33, p.95. Baldwin works numbers were 33986-33987, 34020-34021, 34029 in November 1909.

Locobase 1047 shows the first three of this Belpaire-boilered light Mallet class. The quintet depicted in this entry had four fewer boiler tubes and weighed a little more.

Like the T-1s, these were converted to 0-8-0 switchers in 1926-1927 and reclassified F-2. As such, they remained in service until 1946-1948.

Class T-2 (Locobase 2906)

See also data from locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). See also DeGolyer, Volume 33, pp. 100+; Mallet Articulated Locomotives, Baldwin Locomotive Works, Record of Recent Construction No 68, Code Name Rectitude (1910), p. 22; and "Mallet Articulated Locomotives for the Burlington," Railway Journal, Volume 16, No 7 (July 1910), pp 19-20 Works numbers were 34230-34232 in January 1910 and 34245-34246, 34269, 34297-34300 in February.

In keeping with the experimentation in articulated locomotives underway on several railroads at this time, these engines had a novel boiler layout. Two boiler sections were bolted together to form a rigid unit. The front section acted as an enormous preheater for the other. According to Corbin & Kerka (1960, p 135), injectors forced water into the feedwater-heater compartment, which was 8' 11" long and filled with 406 2 1/4" fire tubes. Water passed from this section through check valves into the rear, evaporating boiler and firebox. The firebox had a combustion chamber and the boiler had a superheater.

There was more novelty. Steam from the high-pressure cylinders would be led back through 19 2" tubes gathered in the 17" diameter flue in the preheater.

All 10 would eventually be converted to oil burning and would receive Elesco feedwater heaters. Although they proved difficult to maintain, they clung to a niche on the Edgemont-Deadwood line in the Black Hills until the late 1940s.