Baldwin Locomotive Works

Coordinates: 39°51′33″N 75°19′38″W / 39.85917°N 75.32722°W / 39.85917; -75.32722
Source: Wikipedia, the free encyclopedia.

39°51′33″N 75°19′38″W / 39.85917°N 75.32722°W / 39.85917; -75.32722

Baldwin Locomotive Works
Official nameBaldwin Locomotive Works
TypeRoadside
CriteriaBusiness & Industry, Railroads
DesignatedSeptember 26, 2009[1]
Baldwin Locomotive Works builder's plate, 1922
Baldwin Locomotive Works c. 1900

Baldwin Locomotive Works (BLW) was an American manufacturer of

Philadelphia, Pennsylvania, it moved to nearby Eddystone in the early 20th century. The company was for decades the world's largest producer of steam locomotives, but struggled to compete when demand switched to diesel locomotives. Baldwin produced the last of its 70,000-plus locomotives in 1951, before merging with the Lima-Hamilton Corporation on September 11, 1951, to form the Baldwin-Lima-Hamilton Corporation.

The company has no relation to the E.M. Baldwin and Sons of New South Wales, Australia, a builder of small diesel locomotives for sugar cane railroads.

History: 19th century

Beginning

Matthias W. Baldwin, the company's founder

Washington D.C.[citation needed
]

In 1831. Baldwin built a miniature locomotive for exhibition at the request of the Philadelphia Museum, which was such a success that he received that year an order from a railway company for a locomotive to run on a short line to the suburbs of Philadelphia. The

Robert Stevens when Baldwin visited the spot. He inspected the detached parts and made notes of the principal dimensions.[3][4]
Aided by these figures, he commenced his task.

The difficulties attending the execution of this first order were such that they are not easily understood by present-day mechanics. Modern machine tools simply did not exist; the cylinders were bored by a chisel fixed in a block of wood and turned by hand; the workmen had to be taught how to do nearly all the work; and Baldwin himself did a great deal of it with his own hands.

It was under such circumstances that his first locomotive, christened

Old Ironsides, was completed and tried on the Philadelphia, Germantown and Norristown Railroad on November 23, 1832. It was at once put in active service, and did duty for over 20 years. It was a four-wheeled engine, weighing a little over five tons; the driving wheels were 54 inches (1.4 m) in diameter, and the cylinders were of 9+1⁄2 inches (24 cm) bore by 18 inches (46 cm) stroke. The wheels were of heavy cast iron hubs, with wooden spokes and rims, and wrought iron tires, and the frame was made of wood placed outside the wheels. It had a 30 inches (0.76 m) diameter boiler which took 20 minutes to raise steam. Top speed was 28 mph (45 km/h).[5]

Early years

Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840 and the company was heavily in debt.[6] As part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved relatively short-lived, they helped Baldwin pull through the economic hard times.

Railroad Advocate) and 1861, when Colburn went to work more or less permanently in London
, England, the journalist was in frequent touch with M. W. Baldwin, as recorded in Zerah Colburn: The Spirit of Darkness. Colburn was full of praise for the quality of Baldwin's work.

In the 1850s, railroad building became a national obsession,[7] with many new carriers starting up, particularly in the Midwest and South. While this helped drive up demand for Baldwin products, it also increased competition as more companies entered the locomotive production field.[7]

Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay.[8] By 1857, the company turned out 66 locomotives and employed 600 men. But another economic downturn, this time the Panic of 1857, cut into business again. Output fell by 50 percent in 1858.[9]

1860–1899

The Civil War at first appeared disastrous for Baldwin. According to John K. Brown in The Baldwin Locomotive Works, 1831–1915: A Study in American Industrial Practice, at the start of the conflict Baldwin had a great dependence on Southern railways as its primary market. In 1860, nearly 80 percent of Baldwin's output went to carriers in states that would soon secede from the Union.[10] As a result, Baldwin's production in 1861 fell more than 50 percent compared to the previous year.[10] However, the loss in Southern sales was counterbalanced by purchases by the United States Military Railroads and the Pennsylvania Railroad, which saw its traffic soar, as Baldwin produced more than 100 engines for carriers during the 1861–1865 war.[10]

By the time Matthias Baldwin died in 1866, his company was vying with

Rogers Locomotive & Machine Works for the top spot among locomotive producers.[11] By 1870 Baldwin had taken the lead and a decade later, it was producing 21⁄2 times as many engines as its nearest competitor, according to the U.S. Manufacturing Census.[12]

1882 advertisement for the Baldwin Locomotive Works
Baldwin Locomotive Works, Erecting Floor, 1896[13]

In 1897 the Baldwin Locomotive Works was presented as one of the examples of successful shop management in a series of articles by Horace Lucian Arnold.[14] The article specifically described the Piece Rate System used in the shop management.

Burton (1899) commented, that "in the Baldwin Locomotive Works... piecework rates are seldom altered... Some rates have remained unchanged for the past twenty years, and a workman is there more highly esteemed when he can, by his own exertions and ability, increase his weekly earnings. He has an absolute incentive to increase his output as much as he possibly can, because he knows that he will not, by increasing his own income, lead to cutting piece-work rates, and so be forced to make still further exertions in order to maintain the same weekly wage."[15]

History: 20th century

Baldwin Tower in Eddystone, Pennsylvania
Plan of the Baldwin Locomotive Works in Philadelphia, c. 1903

Initially, Baldwin built many more steam locomotives at its cramped 196-acre (0.79 km2) Broad Street Philadelphia shop[16] but would begin an incremental shift in production to a 616-acre (2.49 km2) site located at Spring Street in nearby Eddystone, Pennsylvania, in 1906. Broad Street was constricted, but even so, it was a huge complex, occupying the better part of 8 square city blocks from Broad to 18th Streets and Spring Garden Street to the Reading tracks just past Noble Street. Eddystone had a capacity of well over 3000 locomotives per year. The move from Broad Street was completed in the late 1920s.

Gilded age

Oneida & Western Railroad in 1916, and was operated from 1937 to 1953 on the Rahway Valley Railroad's New Jersey short line. Preserved at Steamtown National Historic Site
.
California Western Railroad #45 (builder #58045 of 1924), is a 2-8-2 "Mikado" locomotive still in use on the Skunk Train

The American railroad industry expanded significantly between 1898 and 1907, with domestic demand for locomotives hitting its highest point in 1905.

Alco.[18]

From 1904 to 1943, Baldwin and

New Haven Railroad
.

In 1906 the Hepburn Act authorized greater governmental authority over railroad companies, and revitalized the Interstate Commerce Commission (ICC), which stepped up its activities. The ICC was given the power to set maximum railroad rates, and to replace existing rates with "just-and-reasonable" maximum rates, as defined by the ICC.[19]

The limitation on railroad rates depreciated the value of railroad securities, and meant that railroads stopped ordering new equipment, including locomotives. The Panic of 1907 in turn disrupted finance and investment in new plants. Both of these events had a direct negative effect on the railroad industry, especially the locomotive builders. [20]

Baldwin's locomotive output dropped from 2,666 in 1906 to 614 in 1908.

Samuel Vauclain wanted to use these funds to expand Baldwin's capacities so it would be prepared for another boom.[17] While other Baldwin officers opposed this expansion, Vauclain's vision won out; Baldwin would continue to expand its Eddystone plant until its completion in 1928.[17] By 1928, the company moved all locomotive production to this location, though the plant would never exceed more than one-third of its production capacity.[22]

World War I

Baldwin was an important contributor to the

M1917 Enfield rifles to the Baldwin Locomotive Works. Baldwin expanded its Eddystone, Pennsylvania works into the Eddystone Arsenal, which manufactured most of these rifles and artillery shells before being converted to locomotive shops when the war ended.[23]

Following the war Baldwin continued to supply export orders, as the European powers strove to replace large numbers of locomotives either worn out or destroyed during the war, as European locomotive factories were still re-tooling from armaments production back to railroad production. In 1919 and 1920 Baldwin supplied 50 4-6-0 locomotives to the

Palestine Military Railway that became the Palestine Railways H class.[24]

Decline

Grand Trunk Western Railroad purchased 4-8-2 Mountain locomotives from Baldwin in 1925. No. 6039, burns coal, and has a Vanderbilt tender, and an enclosed all-weather cab. Preserved at Steamtown National Historic Site.

After the boom years of World War I and its aftermath, Baldwin's business would decline as the

diesel locomotives became the growth market on American railways towards the end of the 1930s. During the 1920s the major locomotive manufacturers had strong incentives to maintain the dominance of the steam engine.[25] The Baldwin-Westinghouse consortium, which had produced electric locomotives since 1904, was in fact the first American locomotive builder to develop a road diesel locomotive, in 1925.[26] Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period.[27] Westinghouse and Baldwin collaborated again in 1929 to build switching and road locomotives (the latter through Baldwin's subsidiary Canadian Locomotive Company). The road locomotives, Canadian National class V1-a,[28][29] No. 9000 and No. 9001, proved expensive, unreliable, frequently out of service, and were soon retired.[30] Westinghouse cancelled its efforts in the diesel locomotive field with the onset of the Great Depression, opting to supply electrical parts instead.[31] The early, unsuccessful efforts of Baldwin-Westinghouse in developing diesel-electric locomotion for mainline service led Baldwin in the 1930s to discount the possibility that diesel could replace steam.[32] In 1930 Samuel Vauclain, chairman of the board, stated in a speech that advances in steam technology would ensure the dominance of the steam engine until at least 1980.[33] Baldwin's vice president and Director of Sales stated in December 1937 that "Some time in the future, when all this is reviewed, it will be found that our railroads are no more dieselized than they electrified".[33] Baldwin had deep roots in the steam locomotive industry and may have been influenced by heavy investment in its Eddystone plant, which had left them overextended financially and operating at a fraction of capacity as the market for steam locomotives declined in the 1930s.[32]

In contrast, ALCO, while remaining committed to steam production, pursued R&D paths centered on both steam mainline engines and diesel switch engines in the 1920s and '30s, which would position them to compete in the future market for diesel locomotives.[34]

In 1928 Baldwin began an attempt to diversify its product line to include small internal combustion-electric locomotives but the Great Depression thwarted these efforts, eventually leading Baldwin to declare bankruptcy in 1935.[17] At the invitation of the owners of the Geo D. Whitcomb Company, a small manufacturer of gasoline and diesel industrial locomotives in Rochelle, Illinois, Baldwin agreed to participate in a recapitalization program, purchasing about half of the issued stock. By March 1931 the small firm was in financial trouble and Baldwin filed a voluntary bankruptcy for Whitcomb with Baldwin gaining complete control and creating a new subsidiary, the Whitcomb Locomotive Company. This action would lead to financial losses, an ugly court battle between Baldwin and William Whitcomb, the former owner of the company, and bankruptcy for both parties.[35][36]

Baldwin lost its dominant position in electric locomotives when the Pennsylvania Railroad selected General Electric's design for what became its GG1 class instead of Baldwin's design in 1934.

When Baldwin emerged from bankruptcy in 1938 it underwent a drastic change in management,

Electro-Motive Corporation (EMC) was already ramping up production of diesel passenger locomotives and developing its first diesel road freight locomotive.[37]

As the 1930s drew to a close, Baldwin's coal-country customers such as Pennsylvania Railroad,

Norfolk & Western
, were more reluctant than other operators to embrace a technology which could undermine the demand for one of their main hauling markets. All three continued to acquire passenger steam locomotives into the early postwar years, as dieselization was gaining momentum elsewhere in the rail industry.

In the late 1930s Baldwin and the Pennsylvania Railroad made an all-in bet on the future of steam in passenger rail service with Baldwin's duplex-drive S1 locomotive. It proved difficult to operate, prone to slipping, costly to maintain, and unsuited for its intended service. Baldwin developed a revision of the same basic design with the T1, introduced in 1943. While the T1s could operate on more tracks than the S1, they still had many of the problems of the S1, and additional mechanical problems related to their unique valve design. The whole S1-T1 venture resulted in losses for PRR and investment in a dead-end development effort for Baldwin at a critical time for both companies. In the early 1940s Baldwin embarked upon its efforts to develop steam turbine power, producing the S2 direct-drive turbine locomotive in 1944. Baldwin's steam turbine program failed to produce a single successful design. Baldwin's steam-centered development path had left them flat-footed in the efforts necessary to compete in the postwar diesel market dominated by EMC and Alco-GE.

World War II

SNCF Class 141R n° 1199, built by Baldwin in 1947, now preserved in Nantes, France
Surviving example of a Baldwin DT-6-6-2000 transfer engine, a post-war diesel electric locomotive produced between 1946 and 1950.
Soviet locomotive Еа-2201 built by Baldwin in 1944)

The United States' entry into

Charles Kettering, and the GM subsidiaries Winton Engine Corporation and Electro-Motive Corporation.[38]

Baldwin made steam engines for domestic US railroads, the US Army, British railways, and made around one thousand E or Ye type engines for the Soviet Union in the Lend Lease arrangement (of an order of 2000 or so engines with other builders contributing to the total). Baldwin obtained a short-term market boost from naval demand for diesel engines and the petroleum crisis of 1942–43, which boosted demand for their coal-fired steam locomotives while acquisition of EMD's diesel locomotives was in its most restricted period.

In 1943 Baldwin launched its belated road diesel program, producing a prototype "Centipede" locomotive which was later rebuilt to introduce their first major product in the postwar market.

During World War II Baldwin's contributions to the war effort included not only locomotives and switchers but also tanks. Baldwin was one of the manufacturers of several variants of the M3 tank (M3 Lee, M3A2, M3A3, M3A5) and later the M4 Sherman (M4, M4A2). A Baldwin subsidiary, the Whitcomb Locomotive Company, produced hundreds of 65-ton diesel electric locomotives for the Army and received the Army–Navy "E" award for production.[39] Baldwin ranked 40th among United States corporations in the value of wartime production contracts.[40]

End

1954 Baldwin 0-4-4-0 Diesel-Electric Switcher at the Texas Transportation Museum

Between 1940 and 1948, domestic steam locomotive sales declined from 30 percent of the market to 2 percent.

Norfolk & Western
, which proved unsatisfactory in service.

The last batch of conventional steam locomotives built by BLH were WG class 9100-9149 as BLH 76039-76088 built in 1955 for the Indian Railways broad gauge.

After locomotive production ended, Hamilton continued to develop and produce engines for other purposes. Baldwin engine production was shifted to the Hamilton plant, but in 1960 the Hamilton engines ceased production, the plant was shuttered, and Baldwin engine production moved back to Eddystone. The last locomotives produced by Baldwin were three experimental

New York, New Haven, & Hartford
rail lines in 1956.

In 1956, after 125 years of continuous locomotive production, Baldwin closed most of its Eddystone plant and ceased producing locomotives. The company instead concentrated on production of heavy construction equipment.

Armour & Company.[42] Greyhound Corporation purchased Armour & Company in 1970, and the decision was made to liquidate all production. In 1972 Greyhound closed Baldwin-Lima-Hamilton for good.[43] The replacement and renewal parts business was acquired by Ecolaire Inc and became the Baldwin-Hamilton Company - A Division of Ecolaire Inc. and lasted till 1991 to receive license fees from other companies using their designs, which was lucrative. When the licenses ran out, all remaining parts were distributed, and the company dissolved.[44]

A New South Wales D59 class locomotive built in the 1950s

Locomotives

Later steam locomotives

Baldwin's last domestic steam locomotive, 2-6-6-2 Chesapeake & Ohio 1309, built in 1949, in service on the Western Maryland Scenic Railroad.
Boston & Maine
Achilles, 1871
An 1872 Baldwin locomotive of 4-4-0 type used on the Hanko–Hyvinkää railway in Finland.
Atchison, Topeka & Santa Fe Railway in New Mexico where it is now on permanent display in Las Vegas, New Mexico
.
Baldwin works photo of 'Lyn', May 1898
M&PP 5, an 0-4-2T, at the depot in Manitou Springs
narrow-gauge on static display, Toa Baja, Puerto Rico
.

Baldwin built many

Tractive force. They routinely hauled 180 car trains weighing over 18,000 short tons (16,071 long tons; 16,329 t). The Yellowstones were so good that the DM&IR refused to part with them; they hauled ore trains well into the diesel era, and the last one retired in 1963. Three have been preserved. One of Baldwin's last new and improved locomotive designs were the 4-8-4 "Northern" locomotives. Baldwin's last domestic steam locomotives were 2-6-6-2s built for the Chesapeake & Ohio in 1949. Baldwin 60000, the company's 1926 demonstration steam locomotive, is on display at the Franklin Institute in Philadelphia. On a separate note, the restored and running 2-6-2 steam locomotive at Fort Edmonton Park
was built by Baldwin in 1919.

Preserved Baldwin steam locomotives

There are many Baldwin built steam locomotives currently operating in the United States, Canada, and several other countries around the world. Out of all the Baldwin built steam locomotives that are operational or have operated in recent years, the most recognized locomotives are

Chesapeake and Ohio 1309
.

In Australia, five of the twenty 59 class Baldwin 2-8-2s which entered service in 1952/53 survive.[45]

Pampanga Sugar Development Company (PASUDECO) No. 2 is in static display as the Riverland Express at Riverbanks Center mall in Marikina, Philippines as of October 2022. It is a 2-6-0 built in 1928 by Baldwin and is one of the few surviving tender locomotives in Luzon.[46]

Narrow-gauge and unconventional

Baldwin built locomotives for

Cumbres & Toltec Scenic Railroad
.

Aa class
. They lasted until 1959. Like all American locomotives produced at the time, the Baldwins had 'short' lifespans built into them but the NZR were happy to re-boiler almost their whole fleet to give them a longer life of hard work. NZR were generally happy with their Baldwin fleet. A private Railway operating in New Zealand at the time exclusively purchased Baldwin products after facing the same difficulties with British builders the NZR had. The
Museum of Transport & Technology
.

A six-ton, 60-cm gauge 4-4-0 built for the Tacubaya Railroad in 1897 was the smallest ever built by Baldwin for commercial use.[47]

In the late 1890s, many British builders were recovering from an engineers' strike over working hours, leaving backlogs of orders yet to be fulfilled. This prompted British railways that were in immediate need for additional motive power to turn to Baldwin and other US builders. Examples of engines built in response include three batches of 2-6-0 tender engines for the

Lynton & Barnstaple Railway in England in 1898. The Cape Government Railways of South Africa also bought engines from Baldwin as a result of the strikes. Unfortunately, many of these engines were unpopular with the crews due to their designs being atypical, and many, including all of those built for the three standard gauge British railways and the Lynton and Barnstaple's Lyn, were scrapped when no longer needed. A replica of the latter locomotive has been constructed for the revived Lynton & Barnstaple Railway.[49]

Also during the late 1890s, two 2-6-2T tank engines NA class were built for the Victorian Railways (VR). They were used as a trial on the new 2 ft 6 in (762 mm) narrow-gauge railways. Fifteen more were built by the VR. Both were scrapped.[50]

To supply troops in France, 495 4-6-0PTs were built to the order of the British War Department in 1916/7. After the war surplus locomotives were sold, finding new uses in France, Britain and India.

In Britain examples were used on the Ashover Light Railway, Glyn Valley Tramway, Snailbeach District Railways and the Welsh Highland Railway.

The Welsh Highland Railway in Wales bought No 590, in 1923. It was apparently unpopular with crews although photographs show that it was used regularly until the railway was closed. It was scrapped in 1941 when the derelict railway's assets were requisitioned for the war effort. Some of the surviving examples in India have since been imported to the UK, one of which by the Welsh Highland Railway Ltd. who has restored it to represent the scrapped 590. Other Baldwin 4-6-0PT's imported from India include one owned by the Leighton Buzzard Light Railway based Greensand Railway Trust that has been restored to working order, as well as two acquired by the Statfold Barn Railway in March 2013.

Baldwin also built six engines for the

Abt rack system to propel them up the average 16 percent grade. The last Baldwin engine was taken out of regular service in 1955. During the following years the engines were used as back-up engines and for snow removal. Three of the engines are currently on static display around Colorado. One (No. 1) is located at the Colorado Railroad Museum in Golden, Colorado. The other two on display are located in Manitou Springs, Colorado: one (No. 2) near city hall and the other (No. 5) at the Pikes Peak Cog Railway depot. The engine No. 4 is still in limited operation for photo opportunities and special events. However, it no longer completes the journey to the top of Pikes Peak
due to the fact that many of the water tanks along the line have been removed. Engines No. 3 and No. 6 were scrapped and used for parts over the years.

MCRR Baldwin Mogul No. 6

Number 6 (builder plate number 12288), a 36"

Midwest Old Thresher's Reunion
.

The Midwest Central Railroad also owns Number 2, a 36" 2-6-0, which was built for the New Berlin & Winfield Railroad in 1906. The NB&W operated an 8-mile (13 km) line in Pennsylvania for an agricultural community. The two hauled freight and passengers on this small operation until the mid-1910s. In 1917, the locomotive was sold to the Argent Lumber Company in South Carolina where it worked along with the 6 in swamp trackage, hauling logs to the mill in Hardeeville. Upon arrival at the MCRR in 1960, it received substantial repairs and was put into service by the early 1970s, replacing number 6 as the MCRR's main engine. In 1987, number 2 was taken out of service for a complete rebuild which is still in progress as of January 2011.

UdeY Baldwin Ten-Wheeler No. 72 (top), which now runs as WDWRR No. 1 Walter E. Disney (bottom).

The

Roger Broggie and Earl Vilmer for $8,000 each and rebuilt to operating condition, while significantly altered from their original appearance to resemble steam locomotives from the 1880s.[51][53] Three other operational Disney-owned Baldwin locomotives (No. 3 Fred Gurley, No. 4 Ernest S. Marsh, and No. 5 Ward Kimball) operate on the Disneyland Railroad, where they run around Disneyland in California alongside two additional locomotives built by WED Enterprises
.

Baldwin also built many boilers and stationary

steam engines
for heating and powering buildings and industry.

Street railways and tramway steam motors

As well as railway locomotives, Baldwin built street tramway steam motors in large numbers for operators in the United States and worldwide. There were three basic models, with 9-inch, 11-inch and 13-inch motors, the sizes being determined by the cylinder size rather than the boiler capacity. These were largely superseded by electric tramcars, but some were built and operated well into the 20th century for systems that were never electrified. There were well over 100 built for the New South Wales Government Tramways in Sydney, Australia from 1879 to 1910. Mostly 11" and 0-4-0 in configuration.

Two operational NSWGT surviving steam motors:

  • Baldwin 11676 of 1891 NSWGT No. 103
    Valley Heights Locomotive Depot Heritage Museum
    , New South Wales, Australia.
  • Baldwin 11665 of 1891 NSWGT No. 100
    Wanganui
    , New Zealand 1910–1950.

Other Baldwin steam motor operators included:

Electric locomotives

From the early years of the 20th century Baldwin had a relationship with the Westinghouse Electric Company to build electric locomotives for the American market. The electric locomotive was increasingly popular; electrification was expensive, but for high traffic levels or mountainous terrain it could pay for itself, and in addition some cities like New York, were banning the steam locomotive because of its pollution and the propensity for accidents in smoke-choked terminals. Baldwin built or subcontracted out the bodywork and running gear, and Westinghouse built the electrical gear. Both combined to have a similar arrangement with the Netherlands N.V. Heemaf [nl] and Werkspoor for the foreign markets.[54]

Baldwin built the famed

New York, New Haven & Hartford Railroad. Baldwin also delivered the EP-3 box cab electric locomotives to the Milwaukee Road for use on its line between Harlowton, Montana, and Avery, Idaho
.

Baldwin built several electric locomotive types for the Pennsylvania Railroad as well including the P5A, R1 and the famed GG1. Baldwin built the first GG1 prototype electric locomotive for use on the Pennsylvania Railroad's electrified line, which was completed in 1935 between New York and Washington, D.C.

Steam-turbine locomotives

Pennsylvania Railroad class S2 #6200
C&O class M-1 #500

In the waning years of steam Baldwin also undertook several attempts at alternative technologies to diesel power. In 1944 Baldwin outshopped an S2 class 6-8-6 steam turbine locomotive for the Pennsylvania Railroad.

Between 1947 and 1948 Baldwin built three coal-fired steam turbine-electric locomotives of a unique design, for passenger service on the Chesapeake & Ohio (C&O), who numbered them 500 to 502 and classified them M-1. The 6,000 horsepower (4,500 kW) units, which were equipped with Westinghouse electrical systems and had a 2-C1+2-C1-B wheel arrangement, were 106 feet (32 m) long, making them the longest locomotives ever built for passenger service. The cab was mounted in the center, with a coal bunker ahead of it and a backwards-mounted boiler behind it, the tender only carrying water. These locomotives were intended for a route from Washington, D.C., to Cincinnati, but could never travel the whole route without some sort of failure. Coal dust and water frequently got into the traction motors. These problems could have been fixed given time, but it was obvious that these locomotives would always be expensive to maintain, and all three were scrapped in 1950.

In May 1954 Baldwin built a 4,500 horsepower (3,400 kW)

Norfolk & Western (N&W), nicknamed the "Jawn Henry" after the legend of John Henry, a steel-driver on a track crew who famously raced against a steam drill and won, only to die immediately afterwards. The unit was similar in appearance to the C&O turbines but very different mechanically; it had a C+C-C+C
wheel arrangement, and an improved watertube boiler which was fitted with automatic controls. Unfortunately the boiler controls were sometimes problematic, and, as with the C&O turbines, coal dust and water got into the motors. "Jawn Henry" was retired from the N&W roster on January 4, 1958.

Diesel-electric locomotives

McCloud River Railroad
as #29.
Brazilian AS616 class
See also: List of Baldwin diesel locomotives

Though fairly successful in the marketplace, Baldwin diesels did not do so well as others. Thanks to their robust

economies of scale, consistent quality control, or the evolution of each model, which its competitors enjoyed. Even the construction could vary between units of the same model, especially if they were not built in sequence.[55]
The last Baldwin-Lima-Hamilton diesels were delivered in 1956.

Gas turbine-electric locomotives

In April 1950, Baldwin and

CNW, no production orders followed, and it was scrapped in 1953.[56]

See also

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  45. ISBN 0-909650-27-6
    .
  46. ^ Pampanga Sugar Development Corporation (PASUDECO) Steam Locomotive No. 2 at Riverbanks Center, Marikina City. October 22, 2022. Retrieved November 8, 2022.
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  49. ^ 762club, Project to recreate Baldwin 2-4-2 Lyn{{citation}}: CS1 maint: numeric names: authors list (link)
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  51. ^
    ISBN 978-1-57864-914-3
    .
  52. ^ Leaphart (2016), pp. 37–65.
  53. ^ Leaphart (2016), pp. 104–106.
  54. ^ Jasper Faber The Perils and Advantages of Licensing Technology in the Electrical Industry: Heemaf 1908–1970 http://www.gtg.tu-berlin.de/.../306-jasper-faber-the-perils-and-advantages... also Heemaf (Dutch)
  55. ^ Morgan, D.P., "9th Annual Motive Power Survey", page 55, Trains', May 1957
  56. ISBN 0-916244-01-6

Bibliography

Further reading

External links

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