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Baldwin Locomotive Works
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The Baldwin Locomotive Works was an American builder of railroad locomotives. It was located in Philadelphia, Pennsylvania originally, and later in nearby Eddystone, Pennsylvania. Although the company was very successful as a producer of steam locomotives, it was unable to make the transition to diesel power and went out of business in 1956.
Steam locomotives
Baldwin built a huge number of 4-4-0 American type locomotives, an example of which is the Countess of Dufferin, but was perhaps best known for the 2-8-2 Mikado and 2-8-0 Consolidation types. It was also well known for the unique cab-forward 4-8-8-2 articulateds built for the Southern Pacific Railroad and massive 2-10-2 for the Santa Fe Railroad. 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 and Ohio Railway in 1949. Locomotive production number 60,000, the company's last steamer, 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.
The Baldwin works built two 2-6-2T Prairie tank engines for Victorian Railways (VR) in 1898. They were used as a trial on the new narrow gauge railways. Fifteen more were built by VR. Unfortunately only six have survived and both of the original Baldwin engines were among those scrapped.
Baldwin also built three engines for the Manitou and Pike's Peak Railway, which were delivered in 1890. A fourth was delivered in 1892. These engines featured steeply inclined boilers and used the Abt rack system to propel them up the average 16% grade. Over the years, the engines were scrapped or rebuilt. The last Baldwin engine was taken out of regular service in 1955. During the following years, the engines were used as backup 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 Manitou and Pike's Peak Railway depot. The fourth 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 Pike's Peak due to the fact that many of the water tanks along the line have been removed.
Electric locomotivesFrom the early years of the 20th century Baldwin had a relationship with the Westinghouse Electric Company to build electric locomotives for American and foreign markets. 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.
Baldwin built the famed EP-1 (1906), EF-1 (1912) and EP-2 (1923) box cab electric locomotives for the New York, New Haven and Hartford Railroad. Baldwin also delivered the EP-3 box cab electric locomotives to the Milwaukee Road for use on their 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 that was completed in 1935 between New York and Washington, DC.
Steam-turbine locomotivesIn 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 1947–1948, Baldwin built three unique coal-fired steam turbine-electric locomotives, designed for passenger service on the Chesapeake and Ohio Railway (C&O). The 6,000-horsepower units, which were equipped with Westinghouse electrical systems and had a 2-C1+2-C1-B wheel arrangement, They 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 carried water). These locomotives were intended for a route from Washington, D.C. to Cincinnati, Ohio but could never travel the whole route without some sort of failure. Coal dust and water frequently got into the traction motors. While these problems could have been fixed given enough time, 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 steam turbine-electric locomotive for freight service on the Norfolk and Western Railway (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 after. 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. The Jawn Henry was retired from the N&W roster on January 4, 1958.
Diesel-electric locomotivesIn 1939, Baldwin offered its first standard line of diesel locomotives, all designed for yard service. Two years later, America's entry into World War II destroyed Baldwin's diesel development program when the War Production Board dictated that ALCO and Baldwin produce only diesel-electric yard switching engines. Electro-Motive Division (EMD) was assigned the task to produce road freight diesels (namely, the FT series), which gave the latter an advantage over its competitors in that product line in the years that followed World War II.
Business declined drastically in the postwar years as EMD and ALCO seized the bulk of the diesel market from Baldwin, Lima-Hamilton and Fairbanks-Morse. While Baldwin switchers were well-known for their lugging ability, the company failed to make the jump to building reliable road units. Baldwin also misjudged the market, remaining fond of steam power and concentrating on products of little interest to railroads. In July 1948, Westinghouse Electric, which had teamed with Baldwin to build diesel and electric carbodies, purchased 500,000 shares, or 21%, of Baldwin stock, which made Westinghouse the largest Baldwin shareholder. Baldwin used the money to cover various debts. Westinghouse vice president Marvin W. Smith became Baldwin's president on May 4 1949.
In a move to diversify their operations, Baldwin merged with Lima-Hamilton on December 4 1950 to become Baldwin-Lima-Hamilton. However, market share continued to dwindle. In 1953, Westinghouse discontinued building electrical traction equipment, and so Baldwin was forced to purchase electrical equipment from General Electric. Over 70,500 locomotives had been produced when production ceased in 1956.
Baldwin diesel locomotives, while fairly successful in the marketplace, did not do so well as others. Baldwins, thanks to their robust Westinghouse electrical gear, were excellent haulers, but the diesel prime movers were less reliable than comparable EMD and ALCO products.
- See also List of Baldwin diesel locomotives.
Further readingSee also
External links-
- - a large amount of information on steam locomotives.
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- Archives Center, National Museum of American History, Smithsonian Institution.
- Archives Center, National Museum of American History, Smithsonian Institution.
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- (5.5 linear ft.) are housed in the at
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