by Gordon Lloyd, Jr./roster by Randy Keller/photos from the Lloyd Transportation Library and Paul Wester Collection
The Buffalo. Initially, the image of a large and sturdy animal associated with the lore of the Old West United States might spring to mind. They are large, heavy, perhaps stubborn, yet strong and not particularly handsome. Alternate non-animal definitions provide the following insight: intimidating, coercion, bullying, and steadfastness. In totality, they are a force to be reckoned with. Although more common in the Old West, a dozen called the industrial environment of Pittsburgh, Pa., home.
A review of this beast of burden in 2025 seems rather straightforward. With 20/20 hindsight, which 70 years of history provides, such appraisals seem to highlight the shortcomings, clarify the obvious strengths and over-simplify the daily complications with which mechanical and transportation departments dealt.
We take for granted the experiences which life has provided over an extended period, along with the cushion of seven decades of knowledge, and pass judgment with impunity. Decision-making reviews for historians are neither consequential nor burden-some regarding long-term results, compared to the actual risks accepted when these choices were initially made. There was not a wealth of information on which to refer; indeed, decision-making, although hugely important, was partially based upon promises and expectant locomotive performance.
ABOVE: Union Railroad DRS-6-6-1500 613 was built by Baldwin in early 1949 and shows the look of the unit before EMD upgrades and conversion to Buffalo rebuild. — Union Railroad photo, Lloyd Transportation Library collection
In the post-World War II era, rail-roads in the U.S. were acknowledging the rigors of five years of supporting national defense and coming to grips with the bona fide efficiencies of dieselization. With the realization of worn steam locomotives, the overall cost of supporting those steam locomotives and the potential to improve the bottom line in one fell swoop, railroads intent on achieving “modernization” stood on the precipice of long-term decision-making. Bean-counters, master mechanics and transportation superintendents needed to hone their decision-making into one voice.
In the late 1940s, the lure of locomotive productivity — loosely defined as the ability to move tonnage, the cost of operation and routine availability — was a desirable and moving target. Railroads which lived, and died, in the movement of heavy tonnage in demanding services sought the best options. There is no secret being revealed here, and I refer to two bedrocks of diesel history, Jerry Pinkepank’s Second Diesel Spotter’s Guide (1973, Kalmbach Publishing) and Diesels From Eddystone: The Story of Baldwin Diesel Locomotives (1984, Kalmbach Publishing) by Gary and Stephen Dolzall.
In addition, my notes, and records from my former employer, Union Railroad (URR), serve to support this review (My affiliation came many years after their metamorphosis; at the time of their purchase, my parents did not even know each other). In general, the movement of tonnage, not including passenger trains, is easily divided into two categories — the movement of freight tonnage, often more than hundreds of miles, expeditiously from Point A to Point B, or moving maximum bulk tonnage in relatively short distances but in huge volumes.
ABOVE: URR 624 at Risher Dump at Duquesne Slag Products in W. Mifflin, Pa., on February 4, 1973. —David H. Hamley photo, Lloyd Transportation Library collection
The war years found Electro-Motive locomotives to be reliable and affordable in road service, and their performance set the stage for many locomotive acquisitions when hostilities ended. As the turbulent decade of the 1940s drew to a close, railroads intent on moving high tonnage over relatively short distances found a willing enabler in the Baldwin Locomotive Works. Such locomotives, with six-axles, with six traction motors, offering high tractive effort and advantageous low minimum-continuous-speed (6.6 mph) options could only be found in the catalog of the Pennsylvania-based builder.
The competition based in Schenectady, N.Y.; La Grange, Ill.; and Beloit, Wisconsin did not introduce their own six-axle six-motor products until 1952, 1951, and 1951 respectively. Union Railroad sampled the diesel locomotive in some of its earliest examples. That foray into internal combustion began modestly with two m.u.-equipped VO-1000s from Baldwin in September 1940. Four additional units followed in 1941, all acquired before the U.S. entered the war. Six Alco S-2s arrived before the attack on Pearl Harbor as well. During the war years, Alco got the nod for additional diesels, and seven S-2s were added in three small groups.
ABOVE: The 30A-Crew has URR 616, 624, 617, and one more Buffalo working at Duquesne, Pa., on April 29, 1973. —David H. Hamley photo, Lloyd Transportation Library collection
In our 70-year look-back, Baldwin was a well-respected steam locomotive builder, and Union Railroad was a satisfied customer. Union Railroad’s steam roster was largely populated by 0-6-0 and 2-8-0 locomotives; Alco, Baldwin, and Lima products were represented. The high-water mark for
Baldwin steam on the Pittsburgh steel-hauler were nine huge, and unique, three small groups. They were formidable, if not short-lived, in the Pittsburgh area, but life continued for many years after transfer to Duluth, Missabe & Iron Range Railway (DM&IR) in Minnesota. Post-war orders increased the number of Union Railroad diesels, and added members of the EMD family to the roster, beginning in 1948 with four NW2s.
Also in 1948, seven RS-2s arrived; this unit’s 1,500-hp output and road switcher design set them apart from other Alcos. Mechanically, the RS-2s introduced Alco’s troubled 244-series prime mover to the roundhouse. Five additional RS-2s arrived in 1949, closing the door on the purchase of that model. No additional Alco roadswitchers would populate Union Railroad’s roster. Alco switcher purchases dropped precipitously after EMD NW2s arrived, with only two additional 1,000-hp S-4s acquired, in 1951…