Built by Baldwin in 1942 and 1944 and by Lima in 1949, these engines were the epitome of the North American fast freight locomotive at the end of the steam era. One long-time engineer noted that the "Big Emmas" could handle passenger and freight service and that they were very quiet because of the extensive use of roller bearings. Charles B.Castner (in Drury, 1993), compares them to the road's 2-8-2s: "Vastly higher boiler capacity, larger fireboxes, cast steel frames and cylinders, roller bearings, and 12-wheel tenders gave the M-1s greater horsepower to work heavy trains at higher speeds on 12% less fuel." Firebox had a short combustion chamber as well as three thermic syphons that contributed 103.5 sq ft (9.6 sq m) and two arch tubes that added 21.5 sq ft (2 sq m) to direct heating surface area. Piston valves measured 14" (356 mm) in diameter. Boiler fitted with Worthington Type 5 1/2 SA feed water heater. The 1947 Locomotive Cyclopedia data in the table on page 110 shows that the Baldwins were delivered without trailing truck boosters. Chris Hohl points out that Richard E Prince, in his Louisville & Nashville Steam Locomotives (Indianapolis, IN: Indiana University Press, 1968), p. 131) credited them with a 14,100 lb (6,396 kg) booster. And, indeed, the 1956 L&N Diagram book shows the C-2-L booster fitted to these engines. On the Eastern Kentucky line, notes Castner, these engines regularly managed 124-car, 9,500-ton coal trains alone between Neon and DeCoursey, using helpers only on the Jackson and Ravenna grades. On the Cumberland Valley and Cincinatti Divisions, the tonnage rating was 8,300. When delivered in 1948, the Limas were credited with 4,503 hp at 42 mph (68 kph). The 1942 Baldwins were sent to the ferro-knacker in December 1950. The 1944 and 1949 engines were scrapped in 1956.
