2-8-8-4 - Baltimore and Ohio

Baltimore and Ohio

When the U.S. became involved in World War II, The American railroads saw dramatic increases in rail traffic demands for freight and passenger trains from hauling troops to supplies for the military. The Baltimore and Ohio Railroad along with other railroads wanted to purchase more of the diesel locomotives for use since they were showing improved performance over steam-powered locomotives to meet the war time demands. But the War Production Board regulated locomotive design by prohibiting production of new locomotives to proven designs used before U.S. war involvement and all new designs were ordered as shelved until the war emergency was over. So along with producing 40 new Class T-3 4-8-2 type locomotives in-house at their Mt. Claire shops in Baltimore, MD, The B&O took delivery of 30 Class EM-1 Yellowstones in 1944 and 1945, the largest number and the smallest of this type built by Baldwin as well as being the most modern.

The EM-1 produced 115,000 pounds-force (510 kN) of tractive effort on 64-inch (1.6 m) drivers with 235 pounds per square inch (1.62 MPa) steam pressure, and four 24-by-32-inch (0.61 by 0.81 m) cylinders. The tender carried 22,000 US gallons (83 m3) of water and 25 tons of coal. The engine weighed in at 627,000 pounds (284 t) while the tender weighed 328,000 pounds (149 t) for a combined 1,010,700 pounds (458.4 t). Nothing bigger could operate within the operating tunnel clearances and track restrictions on the B&O's Main Line.

They were equipped with all the newest technology including the Worthington Feedwater Heater, Superheater with front-end throttle, Cyclone Front End, thermic syphons, a lateral cushioning device in the front pair of drivers, both engines and the front wheels the trailing truck, as well as roller bearings on all axles, engine and tender, which gave them the reputation of "yard creepers," because three men could move one on a level track with the cylinder cocks open.

B&O President Roy B. White, after inspecting the first one delivered, said to the General Superintendent of Motive Power and Equipment A.K. Galloway, "Well, I must say, they have everything!"

7600–7619 were built and delivered in 1944 and 7620–7629 in 1945, all by the Baldwin Locomotive Works of Philadelphia, PA. They were promptly put to work on the Cumberland Division, especially the rugged West End subdivision with its more than 2% grades and tight curves where they performed magnificently with the elder 2-8-8-0 EL classes hauling Northern West Virginia coal and freights. Since the EM-1s were equipped with the roller bearings throughout, they also handled mail and express trains, replacing two of the B&O's class T-3 4-8-2 Mountains. That practice continued until January 21, 1947, when near Oakland, MD, express train 29 with engine 7625 derailed with the locomotive rolling onto the engineer's side, killing the engineer. As a result, the EM-1's were restricted to coal and freight trains only until the late 1950s when the B&O used EM-1 #7600 for various railfan trips.

The EM-1's were also used on the Pittsburgh Division over Sand Patch Grade near Meyersdale, PA with either empty hoppers or ones loaded with iron ore or dolomite westbound, coal eastbound, as well as freight trains in both directions. In the late 1950s, the B&O used EM-1 #7600 for railfan trips mostly between Cumberland, MD and Connellsville, PA. Well-known Photographer and Cumberland, MD native William P. Price captured on still pictures and 8mm films, the EM-1's on the eastern side of Sand Patch pulling heavy trains with two of the B&O's 2-10-2 Class S1 and S1a "Big Sixes" on the rear as helpers dispatched from Hyndman, PA.

Near the end of steam, they were all sent out to Fairmont and Wheeling, West Virginia, and Lorain, Ohio, with lake-bound coal trains as well as runs between Willard, OH and Garrett, IN until the B&O started to retire them from 1957 to 1960. As good as they were, they still could not compete with the diesels. Unfortunately, none were saved from the scrapper's torch.