percent from 8.0 inches to 8.5 inches. Operating speed went from 750 to 850 r.p.m. and depending upon the applica- tion, the 567B could be configured with six, eight, or 12 cylinder blocks. In the case of the BL2, this engine stretched out to 16 cylinders developing 1500 h.p. and with constant internal improve- ments with piston heads, main blower and the crankshaft, proved to be one of the most popular power plants of the time powering the F2, F3, F7, GP7 and the BL2 locomotives.
Nevertheless, the BL locomotive was
not a new idea as competitors like Alco had introduced its popular RS-1 in 1941 and the RS-2 in 1946. Alco was starting to gain ground in the field that EMD wanted to dominate with its own products. Even former steam engine manufacturer Baldwin and pump mak- er Fairbanks-Morse were breaking ground with new entries of their own, so although EMD was a little late the launch of the BL had made its mark. For sure, the BL2 was trying to make
not only a fashion statement, but also one of functionality. The carbody fol-
lowed the time-tested method of truss construction, similar to the F-units, which makes for a production schedule easily followed by those with prior ex- perience on traditional cab units. With the base unit following the F’s, every- thing from the frame and below was standard fare with a few exceptions. Below the frame, the BL series was equipped with Blomberg trucks, which certainly eased production and stock- ing requirements. With 40-inch wheels and a 62:15 gear ratio, the BL’s could run at 65 miles per hour while produc- ing 56,200 lbs of tractive effort with a dry weight of around 210,000 pounds. Even before the GP7 came to be, the BL2 was designated as a “dual pur- pose” locomotive and could be equipped with a steam generator for passenger use. Engines so equipped have a tell tale exhaust stack between the front windshield panes, a sign of their in- tended use for sure. For capacity, the steam boiler tank could hold up to 625
LEFT: The BL2 has many elements reminiscent of the popular F3 cab unit that preceeded it, such as the unique forward window shape and cob contours. Snow brooms were standard issue for BAR locomotives, note the dedicated receptacle. BELOW: Looking up and out to- wards the front of the BL2, one takes note of the short hood through the automotive styled windshield. Horn controls are to the left; one for the front, one for the rear facing horn. Built as 551 in 1949, it was renumbered 51 in 1953, and scrapped in 1993.
45
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