On December 4, 1943 the Baldwin Locomotive works produced their 70,000 locomotive No. 2737. Fond of celebrating each 10,000th locomotive produced, it would be the last such occasion as Baldwin would never see 80,000. A somewhat humble 2-8-0 built to military specs, such locomotives would be the life and death of the old company. Foreign orders and wartime demand for both rail and non rail related products brought the company revenues it hadn't seen since the halcyon days of the 1920's and convinced it t to pursue dreams an external combustion future in such ill-fated projects as the PRR T-1, the S-2 direct drive turbine, the C&O turbine electrics and the N&W "Jawn Henry" turbine electric, which ironically failed to compete effectively with N&W Y series 2-8-8-2 at speed. Of course. the demand for steam would be extinguished in a few short years and EMD was already well on its way to locomotive dominance. Ironically, On December 4, 1950 (according to Westing, other sources provide other dates) Baldwin would merge with Lima Hamilton, primarily to diversify into the earth moving/drag lne business rather than to attempt to compete in the locomotive business and by December 1956 saw the last baldwin, a tiny "dinkie" built for Marbleclift Quarries bearing construction number 76151.

Was it an S160? Might it still exist?

Some corrections:The loco bearing BLW construction number 70000 was far from their 70000th loco. Many thousand BLW c/n's were devoted to non-loco products, particularly army tanks during WWII.That last 4 wheel diesel torque converter unit for Marble Cliff Quarries was c/n 76150, not 76151. There never was an officially assigned c/n of 76151. It has been "assigned" by historians to the BLW plant switcher at Eddystone in later years, a 45/50 ton B-B diesel electric built in early 1956 to a Whitcomb design. BLW assigned a c/n to a loco when it was sold, not built, so that one never officially received one.Dave Hamley

True on the construction numbers, if you look at production statistics through WW1, there was an enormous jump in annual production and so there should be an asterisk. However, Baldwin never corrected the disparity, so I'll go with their call, as it was presented in their magazine..As for MC Quarries, that was just a boo boo on my part.

USATC No2737 was indeed an S160. It was despatched to Italy in the summer of 1944, one of 244 of this type sent there. 243 of them were sold to the Italian State Railways after the war and became FS class 736.001 to 736.243. USATC 2737 became 736.046. I do not have detail on its subsequent career, but most of the class were withdrawn by the early 1960's. They were not very popular in Italy having suffered several firebox crown plate collapses.Info from USATC Locomotives (1977) by R.Tourret and published by him.Additional info re firebox troubles from Preserved Steam Locomotives of Western Europe Part 2 (1971) by P.Ransome-Wallis, pub Ian Allan.