This article relies largely or entirely on a single source .(February 2010) |
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![]() CNJ (W&N) 2000, the first of six "Double-enders" DRX-6-4-2000 locomotives | |||||||||||||||||||||||||||||||
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Baldwin Locomotive Works produced several different Baldwin DR-6 models of 6-axle passenger train-hauling diesel locomotives between 1945 and 1948. The series comprised eight individual versions, all of which sold only in small numbers; across all versions, only 39 locomotives were produced. Each version was produced only for a single railroad. Many shared the same Baldwin model number, DR-6-4-2000, even though they were rather different; this was because the Baldwin model only encoded the total axles (6), the driven axles (4) and the power output (2,000 hp or 1,500 kW). The single exception was the single unit produced for the Chicago and North Western Railway, which had a single 1,000 hp (750 kW) engine and was model number DR-6-2-1000. In the AAR wheel arrangement scheme of classification, these locomotives were of A1A-A1A and A1A-3 arrangements, respectively.
The first produced version comprised a pair of DR-6-4-2000 demonstrators built in 1945. This, unlike later models, used Baldwin's Inline-8 8VO engine model. These locomotives had a unique cab that featured the same upright, aggressive prow as the 30 Baldwin 0-6-6-0-1000/1DE C-C units built on a U.S. Army order in June 1945 for shipment to the Soviet Railways as part of a Lend-Lease. They emerged as Baldwin #2000 and #2001, with #2000 built in January and #2001 built in March. After demonstrating on the Illinois Central, Chicago and Eastern Illinois, Union Pacific, and several other railroads, they were sold to Ferrocarriles Nacionales de México (NdeM) in August 1945 and assigned road #6000 and #6001. Both were scrapped in September 1957.
Three different railroads ordered the DR-6-4-2000 model with the 608NA 8-cylinder naturally aspirated engine, but in visually different forms.
The Central Railroad of New Jersey ordered six DRX-6-4-2000 locomotives for its then-subsidiary Wharton and Northern, #2000–#2005, which were unusual for North American diesel locomotives in that they had driving cabs at both ends. The first three #2000-2002 had the cab doors on the same level as the locomotive frame and were delivered with an orange roof. The last three had their doors on the cab floor level and were delivered with a dark blue roof. On the CNJ they were known as "Double-enders". The cab style was nicknamed "Babyface" and was used by several other Baldwin models. The original paint scheme was a deep, rich blue on the lower part of the locomotive and tangerine on the upper part. Almost all were retired around 1962–63, but #2004 was kept as a stationary heater in Jersey City until mid-1968.
The Gulf, Mobile and Ohio Railroad ordered two locomotives in 1947, road #280 and #281, with #280 built in January and #281 in February. These were delivered in a single-ended "babyface" carbody. They mostly pulled the Gulf Coast Rebel streamlined train from St. Louis, Missouri to Mobile, Alabama as a pair. Both were retired in October 1958 and scrapped in June 1965.
The Ferrocarriles Nacionales de México ordered one additional DR-6-4-2000 unit in August 1946 after purchasing the two demonstrators. This was assigned road #6002 and had nearly identical styling to the demonstrators, but used two 608NA engines instead of their VO power plants. It was scrapped in September 1957.
These were produced exclusively for the Pennsylvania Railroad and were delivered in 1948 in the sharknose body style designed by Raymond Loewy, as diesel running mates to the T1 steam locomotive; also built by Baldwin and similarly styled by Loewy. Eighteen A units and nine B units were produced, producing nine three-unit locomotive sets of 6,000 horsepower (4,500 kW). The PRR classified them as BP-20 (Baldwin Passenger, 2,000 horsepower or 1,500 kilowatts). They were originally used on top-flight express trains such as the Broadway Limited, but problems soon relegated them to lesser service. They ended their days on commuter trains along the New York and Long Branch in New Jersey. A small number were de-rated for use in freight service (re-classified as BF16z).
A single DR-6-2-1000 locomotive of A1A-3 wheel arrangement was produced for the Chicago and North Western Railway in November 1948 and assigned road #5000A. This contained only a single Inline-6 606SC engine of 1,000 horsepower (750 kW); the rear engine compartment was replaced by a baggage compartment as it hauled mostly local trains. It was retired in January 1958. Other locomotive units like this included the Chicago, Rock Island and Pacific Railroad's EMC AB6 in their original form.
Baldwin also built “Babyface” A1A-A1A units with a single 608SC engine of 1,500 horsepower (1.12 MW). Seven cab-equipped locomotives were built—four for the New York Central Railroad (#3200–3203), and three for the Seaboard Air Line Railroad (#2700–2702). Two cabless boosters were also built, both for the New York Central (#3210–3211). The New York Central units rode the same long wheelbase General Steel Casting Trimount trucks as the larger units (and various ALCO passenger units), an excellent high-speed truck, although they originally had GSC Commonwealth, but were re-trucked in early 1948. Seaboard chose less stable Commonwealth trucks which took up less room under the frame. All were scrapped.
The Baldwin DR-12-8-1500/2 was the Baldwin Locomotive Works' first serious attempt at a production road diesel locomotive. The Baldwin type designation was 'DR-12-8-1500/2,' meaning Diesel Road locomotive, with 12 axles, and two engines of 1,500 horsepower (1,100 kW) each. The trucks were configured in a 2-D+D-2 wheel arrangement. The nickname came from the numerous axles set in a nearly unbroken line, much like the legs of a centipede.
The AAR wheel arrangement system is a method of classifying locomotive wheel arrangements that was developed by the Association of American Railroads. Essentially a simplification of the European UIC classification, it is widely used in North America to describe diesel and electric locomotives. It is not used for steam locomotives,, which use the Whyte notation instead.
The EMC E3 was a 2,000 horsepower (1,500 kW), A1A-A1A passenger train locomotive that was manufactured by Electro-Motive Corporation of La Grange, Illinois. The EMC demonstrator #822 was released from La Grange for test on September 12, 1938. The cab version, or E3A, was manufactured from September 1938 to June 1940, and 17 were produced. The booster version, or E3B, was manufactured in March 1939 and September 1939, and 2 were produced. The 2,000 hp (1,500 kW) was achieved by putting two 1,000 horsepower (750 kW), 12-cylinder, model 567 engines in the engine compartment. Each engine drove its own electrical generator to power the traction motors. The E3 was the fourth model in a long line of passenger diesels of similar design known as EMD E-units.
EMD E-units were a line of passenger train streamliner diesel locomotives built by the General Motors Electro-Motive Division (EMD) and its predecessor the Electro-Motive Corporation (EMC). Final assembly for all E-units was in La Grange, Illinois. Production ran from May 1937, to December, 1963. The name E-units refers to the model numbers given to each successive type, which all began with E. The E originally stood for eighteen hundred horsepower, the power of the earliest model, but the letter was kept for later models of higher power.
The EMC E1 was an early passenger-train diesel locomotive developing 1,800 hp, with an A1A-A1A wheel arrangement, and manufactured by Electro-Motive Corporation of La Grange, Illinois. They were built during 1937 and 1938 for the Atchison, Topeka and Santa Fe Railway for a new generation of diesel-powered streamlined trains. 8 cab-equipped lead A units and three cabless booster B units were built. The initial three locomotives were AB pairs built to haul the Santa Fe's Super Chief diesel streamliners, while the others were built as single A units to haul shorter trains. The locomotives were diesel-electrics with two 900 hp (670 kW) Winton 201-A engines each, with each engine driving its own generator to power the traction motors. The E1 was the second model in a long line of passenger diesels of similar design known as EMD E-units. All Winton 201A-engined Santa Fe passenger units, including the E1s, were extensively rebuilt into the 80-class E8M engines in 1952–53. These were similar to production E8 models, but derated to 2,000 hp so as not to burn out the early traction (axle) motors.
The EMC EA/EB is an early passenger train-hauling diesel locomotive built from May 16, 1937, to 1938 by Electro-Motive Corporation of La Grange, Illinois for the Baltimore and Ohio Railroad. They were the first model in a long line of passenger diesels of similar design known as EMD E-units. Each locomotive unit developed 1,800 horsepower (1,300 kW) from two 900 hp (670 kW) Winton 201-A diesel engines, driving the wheels through an electric transmission—the generator driven by each engine provided current for traction motors. The locomotives were of A1A-A1A wheel arrangement—two three-axle trucks of which only the outer two axles were powered. Six two-unit 3,600 hp (2,700 kW) locomotives were produced, each consisting of a lead cab-equipped EA A unit and a cabless booster EB B unit. They were numbered 51 through 56; the A units bore the bare number and the B units the number followed by 'X'.
Electro-Motive Corporation produced five 1800 hp B-B experimental passenger train-hauling diesel locomotives in 1935; two company-owned demonstrators, #511 and #512, the Baltimore and Ohio Railroad's #50, and two units for the Atchison, Topeka and Santa Fe Railway, Diesel Locomotive #1. The twin engine power unit layout and multiple unit control systems developed with the B-B locomotives were soon adopted for other locomotives such as the Burlington Route's Zephyr locomotives built by the Budd Company in 1936 and EMC's own EMD E-units introduced in 1937. The B-B locomotives worked as proof-of-concept demonstrators for diesel power with the service loads of full size trains, breaking out of its niche powering the smaller custom Streamliners.
The EMD FT is a 1,350-horsepower (1,010 kW) diesel-electric locomotive that was produced between March 1939 and November 1945, by General Motors' Electro-Motive Corporation (EMC), later known as GM Electro-Motive Division (EMD). The "F" stood for Fourteen Hundred (1400) horsepower and the "T" for Twin, as it came standard in a two-unit set. The design was developed from the TA model built for the C,RI&P in 1937, and was similar in cylinder count, axle count, length, and layout. All told 555 cab-equipped ”A” units were built, along with 541 cabless booster or ”B” units, for a grand total of 1,096 units. The locomotives were all sold to customers in the United States. It was the first model in EMD's very successful F-unit series of cab unit freight diesels and was the locomotive that convinced many U.S. railroads that the diesel-electric freight locomotive was the future. Many rail historians consider the FT one of the most important locomotive models of all time.
The Consolidation Line was a series of diesel-electric railway locomotive designs produced by Fairbanks-Morse and its Canadian licensee, the Canadian Locomotive Company. Railfans have dubbed these locomotives C-liners, however F-M referred to the models collectively as the C-Line. A combined total of 165 units were produced by F-M and the CLC between 1950 and 1955.
The ALCO PA was a family of A1A-A1A diesel locomotives built to haul passenger trains. The locomotives were built in Schenectady, New York, in the United States, by a partnership of the American Locomotive Company (ALCO) and General Electric (GE) between June, 1946 and December, 1953. Designed by General Electric's Ray Patten, they were of a cab unit design; both cab-equipped lead A unit PA and cabless booster B unit PB models were built. While externally the PB models were slightly shorter than the PA model, they shared many of the same characteristics, both aesthetically and mechanically. However, they were not as reliable as EMD E-units.
The Baldwin VO-660 was a diesel-electric switcher locomotive built by Baldwin Locomotive Works between April, 1939 and May, 1946. The 197,520–203,980 lb units were powered by a six-cylinder diesel engine rated at 660 horsepower (492 kW), and rode on two-axle AAR Type-A switcher trucks in a B-B wheel arrangement. 142 examples of this model were built for American railroads, along with the United States Navy. Baldwin replaced the VO-660 with the model DS-4-4-660 in 1946.
The FM H-16-44 was a diesel-electric locomotive produced by Fairbanks-Morse from April 1950 – February 1963. The locomotive shared an identical platform and carbody with the predecessor Model FM H-15-44, and were equipped with the same eight-cylinder opposed piston engine that had been uprated to 1,600 horsepower (1,200 kW). The H-16-44 was configured in a B-B wheel arrangement, mounted atop a pair of two-axle AAR Type-B road trucks with all axles powered. In late 1950, the AAR trucks were almost exclusively replaced with the same units found on the company's "C-liner" locomotives.
The Erie-built was the first streamlined, cab-equipped dual service diesel locomotive built by Fairbanks-Morse, introduced as direct competition to such models as the ALCO PA and FA and EMD FT. F-M lacked the space and staff to design and manufacture large road locomotives in their own plant at Beloit, Wisconsin, and was concerned that waiting to develop the necessary infrastructure would cause them to miss out on the market opportunity for large road locomotives. Engineering and assembly work was subcontracted out to General Electric, which produced the locomotives at its Erie, Pennsylvania, facility, thereby giving rise to the name "Erie-built."
The BLH RF-16 is a 1,625-horsepower (1,212 kW) cab unit-type diesel locomotive built for freight service by the Baldwin-Lima-Hamilton Corporation between 1950 and 1953. All RF-16s were configured with a B-B wheel arrangement and ran on two AAR Type B two-axle road trucks, with all axles powered. A total of 109 cab-equipped A units were built, along with 51 cabless booster B units, for a total of 160 locomotives built. As was the case with most passenger locomotives of its day, the RF-16s came equipped with a retractable, nose-mounted drop coupler pilot. Unlike competing units from EMD and Alco, the RF-16 used an air-powered throttle, meaning that it could not be run in MU operation with EMD or Alco diesels without special MU equipment.
The ALCO FA was a family of B-B diesel locomotives designed to haul freight trains. The locomotives were built by a partnership of ALCO and General Electric in Schenectady, New York, between January 1946 and May 1959. Designed by General Electric's Ray Patten, they were of a cab unit design; both cab-equipped lead FA and cabless booster FB models were built. A dual passenger-freight version, the FPA/FPB, was also offered. It was equipped with a steam generator for heating passenger cars.
The MLW RSC-14 was a diesel-electric locomotive rebuilt by Canadian National Railway from locomotives originally supplied by Montreal Locomotive Works.
The Baldwin DRS-6-4-1500 was a diesel-electric locomotive that was produced by Baldwin Locomotive Works between 1946 and 1952. DRS-6-4-1500, one of Baldwin’s heavy road-switchers, was rated at 1,500 horsepower and powered with a 608SC engine and rode on two three-axle trucks with an A1A-A1A wheel arrangement. As was the case with nearly all of Baldwin's diesel designs, Westinghouse supplied the company with all of the DRS-6-4-1500’s needed internal components such as traction motors, generators, and air equipment.
The Baldwin DRS-6-4-1000 is a diesel-electric locomotive built by Baldwin Locomotive Works between 1948 and 1949. The DRS-6-4-1000s were powered by a turbo-charged six-cylinder diesel engine rated at 1,000 horsepower (746 kW), and rode on a pair of three-axle trucks in an A1A-A1A wheel arrangement. 20 of these models were built for a railroad in Algeria.
The Baldwin DRS-6-4-750 is a Diesel-electric locomotive built by Baldwin Locomotive Works in 1949. The DRS-6-4-750 was powered by a naturally aspirated six-cylinder diesel engine rated at 750 horsepower (559 kW), and rode on a pair of three-axle trucks in an A1A-A1A wheel arrangement. One of these models were built for Office Chérifien des Phosphates (OCP) Railroad in Morocco.
The Baldwin DRS-6-4-660, known in France as the A1AA1A 62000, is a road switcher diesel-electric locomotive built by Baldwin Locomotive Works between 1946 and 1948. The DRS-6-4-660s were powered by a naturally aspirated six-cylinder diesel engine rated at 660 horsepower (492 kW), and rode on a pair of three-axle trucks in an A1A-A1A wheel arrangement. 106 of these models were built for railroads in Morocco and France.