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    Additionally, B&O #412 owned by the United Railroad Historical Society is leased out to shortline SMS Lines for revenue freight service.Baldwin released its VO-1000 model at the same time as its VO-660 design.Most, like the Reading sent theirs to EMD for repowering with the company's model 567 prime mover (the Reading's, for example, kept their outward appearance and still looked like a Baldwin but were classified as a VO-1000m).The GN completely salvaged theirs, turning them into transfer cabooses.The company was not even able to build diesels until it purchased the I. Morris & De La Vergne company in 1931, which specialized in industrial diesel engines.The VO-1000 was actually Baldwin's very first diesel locomotive model it ever released on its own, debuting the design in January, 1939 about four months before the VO-660 (in reality, Baldwin's idea of building customized diesel locomotives for either a specific railroad or certain work environment would prove unsuccessful).

    Given the switcher's weight (122.25 tons) and length they were quite versatile in light duty service such as branchline and yard work, which is where most railroads employed them.If you are somewhat familiar with the history of the industry, Baldwin was a leading steam locomotive manufacturer for decades and had been producing them since railroading practically began in the 1830s.When diesel locomotives first began appearing in manufacturers' catalogs in the 1930s (such as with the American Locomotive Company's small switchers and the Electro-Motive Corporation's FT and EA design) Baldwin showed little interest in the motive power.However, the diesel also found a market with the industries and smaller railroads looking to fill their power needs.Today, the VO-1000 is the best preserved Baldwin diesel, as more than a half-dozen can be found at museums around the country.

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