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I'm bored so I'm going to make a Yellowstone/various articulated topic. Its been too long since there was a Corny-style steam thread. Miss that guy.


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Starting off with the B&O EM-1 - the most modern power on the B&O (and my favorite steam loco).


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I've read the B&O wanted diesels instead but the war lead to them purchasing these beasts from Baldwin instead.


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They lasted about 15 years until they were scrapped. Unfortunately, it seems there was at least one that was slated for preservation which was scrapped anyway.


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It was supposed to go to the museum (and there was even another that survived into 1961). If only one had been saved…


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Next up is the SP AC-9, the only semi streamlined articulated I am aware of. If you've got some color pics please share!


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These were designed by Lima in 1939.


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Initially they were in El Paso, but moved to the Modoc in the 1950s.


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They were coal burners before conversion to oil later in their service life.


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The third yellowstone I'd like to highlight is the Soviet P38 - always been a fan.


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It was also semi streamlined like the AC-9. As far as I know, only 4 were built before the onset of dieselization in the Soviet Union and they ended up as stationary boilers.


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There were two distinct body styles - this one had the skyline casing removed.


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Wish the Soviets had saved one of these for sure.


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I've always like this color one even if it is for ants.


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More EM-1.


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The triple header


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Woops, meant this one for the triple header.


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659 is the one that almost made it. Also read somewhere there was a T3 mountain that was supposed to be preserved, but that is for another thread.


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Most of these I stole from the northeastern railfan site. Highly recommend for some solid train shots of B&O/WM power.


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I just saw the N&W 1218 A Class last week and I can't think but what a shame it is no EM-1 is around.


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Last one for now. Will continue to update with some other locos later. Any contribution on Yellowstones/Articulateds welcome!


Presumably CV is running his AA&AA Railroad and Baking Co. on the other side and out-baroning the other barons while at it.


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I'll chime in with my usual CP post. The CPR only ever owned one articulated type, a series of 6 0-6-6-0s purpose built for helper service, especially up the Big Hill east of Field, BC. As you might expect, they were expensive to maintain, and derailed more often than rigid wheelbase units. Within a decade, they were all rebuilt into 2-10-0s, which CP was having a bit of a love affair with at the time.


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Geared Garrett proposals.


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Today on "making shit more complicated than it needs to be"…


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My favorite articulateds have to be the N&W A and Y classes. Elegant, that hooter whistle, and oh boy could they pull.


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Close second would be the C&O H-8s, which were Heavy Metal in multiple senses: the 2-6-6-6 wheel arrangement, and the heaviest steam engines ever built. Apparently the manufacturer had difficulty delivering them to C&O, because connecting railroads couldn't handle the weight of these engines. In fact, I recently read that once they were on the C&O, they were confined to one side of the James River bridge, which wasn't strong enough to hold them.

This is the one at the B&O museum in Baltimore, before it was moved inside the shop building. A museum docent told me that if you could stand this engine up on end, it would poke through the cupola at the top of the roundhouse in the background.


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I'm perplexed that OP uses the term "Yellowstone" and "articulated" interchangeably; to my knowledge, the only articulated engines that were actually called Yellowstones were the DM&IR fleet. I got to visit 227 in Duluth a few years ago. They have it set up so that when you press a button, the drivers start moving. Too bad they can't light a fire in her belly too…


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Another in the series of "engines that were too big to be delivered" the cylinders on Virginian's 2-10-10-2s were so large, they wouldn't fit the clearances on connecting railroads between the builder and the Virginian. They departed the factory with their cylinders and valve gear removed.


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I've wondered why the articulated engine never really caught on in Canuckistan… now I see the answer.

Speaking of, the USA is apparently the only place where the Mallet style articulated really caught on. Yes, it was invented by a frenchman and quite a few were built for narrow-gauge railways in the early 20th century… but for the most part, the rest of the world appears to prefer the Garratt style when it comes to articulated steam. Per my readings, this is due to the tighter size restrictions found outside the US.

That said, two Garratt style steam engines have made their way stateside. A ranch owner in Texas spent part of his life in South Africa, and decided to bring some of the narrow gauge trains home with him. Don't bother trying to go see them though, per forum posts he is EXTREMELY private and WILL run people off his property with a shotgun.


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1604 previously lived close to home at the Virginia Museum of Transportation in Roanoke, at their former outdoor park site. That was flooded in 1985, and the mighty Allegheny was swept by the floodwaters up against the pier of a bridge. Not long after, it was moved to the B&O museum, presumably to fill the gap in their collection.


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For the record, 1218 had been living in the same park, but was moved out six months prior to the flood in May of 1985 to begin its return to operation by NS at their Irondale, AL shops. I guess even with the 1218 gone, the VMT felt that 1604 was surplus; perhaps it freed up some cash in the recovery from the flood and the eventual move to the current museum site in the old N&W freight house.

Here's a picture of 1218 and two sister engines during their stint as stationary boilers for Union Carbide.


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While N&W 611 was returned to the VMT weeks after the end of the steam program in 1994, 1218 had been in the middle of an overhaul. The engine was towed to Roanoke, where it sat in the East End shops for many years (supposedly the boxcars containing parts for the 1218 were in Irondale for years after that, their current disposition I think is unknown) and it wasn't until after O Winston Links death that NS cleaned up the A class and put it back on display at VMT. Supposedly Link had wanted the engine displayed on a turntable outside the museum of his photography in the old N&W passenger station, but everyone told him this was ridiculous and impractical, which he wasn't happy about.

Also, a little birdie of a railfan told me that apparently someone was willing to put up the money to restore 1218 to operation alongside the 611 (an extremely difficult feat, given that the boiler of 1218 is basically empty right now, rather than full of tubes and such) but the project never got off the ground. I'm guessing because there's no place to restore the enormous thing. The turntable at Spencer can barely fit 611, definitely wouldn't fit 1218. Also, seeing the difficulty 611 and indeed all mainline steam engines are currently facing (another thread for another day)… well, it probably isn't the best time to try restoring an articulated.



> I'm perplexed that OP uses the term "Yellowstone" and "articulated" interchangeably; to my knowledge, the only articulated engines that were actually called Yellowstones were the DM&IR fleet.

A list I have describes a Yellowstone as an (1'D)D'2 artic – I think that’s 2-8-8-4 in old money.


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My apologies for not being clear - the Yellowstone is merely my favorite articulated type. I included both because I wanted the thread to be more diverse - all articulated types are welcome here!

Seen here is an AC-12, one of the Cab Forwards, a "reversed" Yellowstone. Someday I'd like to see the one in Sacramento.


That look is so unique and amazing, I really approve of those stylistic choices.

Have we heard for sure about CV, or is his extended absence taken as proof?


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Unfortunately, Corny has been gone for so long, and he was significantly ill the last time he was active, that I believe he has caught the train to the beyond.

Here's some more shots of the EM1.


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Here are a couple of the 1218.


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2-6-6-4 is a pretty unique arrangement - these are some ex-SAL 2-6-6-4 which served on the B&O as the KB-1 class. Interestingly, B&O also bought the 2-8-8-2s operated by the SAL in the 1930s. As for KB-1 I've read conflicting reports as to whether they were liked by the railroaders or not; some sources I have read said they were slippery, and others said they were well liked.


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I'm also uite found of the Southern's Ls-2 class. I believe this was the largest fleet of articulated across the Deep South and they ran until 1951. They were somewhat smaller than the USRA standard Y-3 2-8-8-2s, and served primarily on the Saluda grade.



There are so few pictures out there of the Southern articulateds. I bought a pair of books on Southern steam motive power, and I was shocked to learn that they had a sizeable fleet of mallet steamers. Per Classic Trains magazine, some eluded the scrappers torch until nearly the 1960s, even though the Southern was one of the first major railroads to completely switch to diesel power.


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That's fascinating! I had no idea some survived that late - what a treasure it would have been if one had been preserved.

For pics of Southern articulated, the best resource I have found is the Southern railfan site, which is invaluable. Love the compact look of these mallets.


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The thing that gets me is that the Southern didn't use up every available inch of space like… just about every other railroad did. I mean, that 2-8-8-2 there isn't tiny, but compare it to a Y6b, for instance.

Also, the tenders are still small. With all the efficiency the Southern boasted, one would think that going longer between tender-filling stops would be desirable.


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I would imagine that tender size has more to do with the infrastructure that was available on the lines they were designed to run. Perhaps there was sufficient coaling and water facilities for where they were used?

Regardless I find them aesthetically pleasing; wish I could find a few color shots of them.


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Found a color shot - apparently this is on the scrapper's line as the main rods have already been disconnected.

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