39°51′33″N 75°19′38″W / 39.85917°N 75.32722°W / 39.85917; -75.32722
130-709: Eddystone Arsenal was a Baldwin Locomotive Works subsidiary located in Eddystone, Pennsylvania that produced military hardware for the Allies of World War I . As orders from combatants exceeded the production capacity of Baldwin's Philadelphia factory, new manufacturing facilities were built in Eddystone, Pennsylvania . When the first world war ended, this manufacturing complex was used for locomotive manufacturing as Baldwin's Eddystone Plant. Baldwin received locomotive orders from Imperial Russia , France , and
260-471: A consist respond in the same way to throttle position. Binary encoding also helps to minimize the number of trainlines (electrical connections) that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling. North American locomotives, such as those built by EMD or General Electric , have eight throttle positions or "notches" as well as
390-429: A "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3". In older locomotives, the throttle mechanism was ratcheted so that it was not possible to advance more than one power position at a time. The engine driver could not, for example, pull
520-701: A 14-acre (5.7 ha) rifle plant at Eddystone, the largest factory in the United States during World War I. This Eddystone Rifle Plant began production on 31 December 1915 with 10,000 machines powered by 424,000 feet (129,000 m) of belting from 40,200 feet (12,300 m) of line shafts . The rifle plant employed 15,294 workers, with women accounting for 20 percent of the peak work force, manufacturing up to 6,000 rifles per day. Rifle plant operations ceased on 11 January 1919 after producing 1,959,954 rifles with spare parts equivalent to 200,000 more rifles. Contract changes resulted in most rifles being completed to
650-466: A 616-acre (2.49 km ) 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
780-599: A British order for similar locomotives failed to meet on-time delivery and weight limitations specified in contract. Baldwins seized on the opportunity to impress the NZR with a prompt six-month delivery of all 12 locomotives. Thereafter NZR ordered Baldwin products to complement home built locomotives, including Wb class and Wd class . Another four of the N class were purchased in 1901. The Ub class class of 22 locomotives consisting of 10 1898 flat valve and 10 1901 piston valve (Baldwins supplying all but two) proved themselves well at
910-609: A Rational Heat Motor ). However, the large size and poor power-to-weight ratio of early diesel engines made them unsuitable for propelling land-based vehicles. Therefore, the engine's potential as a railroad prime mover was not initially recognized. This changed as research and development reduced the size and weight of the engine. In 1906, Rudolf Diesel, Adolf Klose and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered
1040-410: A builder of small diesel locomotives for sugar cane railroads. Matthias W. Baldwin , the founder, was a jeweler and whitesmith , who, in 1825, formed a partnership with machinist David H. Mason, and began making bookbinders' tools and cylinders for calico printing . Baldwin then designed and constructed a small stationary steam engine for his own use. This proved so successful and efficient that he
1170-592: A diesel locomotive from the company in 1909, and after test runs between Winterthur and Romanshorn , Switzerland, the diesel–mechanical locomotive was delivered in Berlin in September 1912. The world's first diesel-powered locomotive was operated in the summer of 1912 on the same line from Winterthur but was not a commercial success. During test runs in 1913 several problems were found. The outbreak of World War I in 1914 prevented all further trials. The locomotive weight
1300-504: A diesel-driven charging circuit. ALCO acquired the McIntosh & Seymour Engine Company in 1929 and entered series production of 300 hp (220 kW) and 600 hp (450 kW) single-cab switcher units in 1931. ALCO would be the pre-eminent builder of switch engines through the mid-1930s and would adapt the basic switcher design to produce versatile and highly successful, albeit relatively low powered, road locomotives. GM, seeing
1430-771: A direct negative effect on the railroad industry, especially the locomotive builders. Baldwin's locomotive output dropped from 2,666 in 1906 to 614 in 1908. The company cut its workforce from 18,499 workers in 1907 to 4,600 the following year. Baldwin's business was further imperiled when William P. Henszey, one of Baldwin's partners, died. His death left Baldwin with a US$ 6 million liability. In response, Baldwin incorporated and released US$ 10 million worth of bonds. Samuel Vauclain wanted to use these funds to expand Baldwin's capacities so it would be prepared for another boom. 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. By 1928,
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#17327917537531560-415: A drastic change in management, which revived the company's development efforts with diesel power, but it was already too far behind. In 1939 Baldwin offered its first standard line of diesel locomotives, all designed for yard service. By this time, Electro-Motive Corporation (EMC) was already ramping up production of diesel passenger locomotives and developing its first diesel road freight locomotive. As
1690-465: A flashover (also known as an arc fault ), which could result in immediate generator failure and, in some cases, start an engine room fire. Current North American practice is for four axles for high-speed passenger or "time" freight, or for six axles for lower-speed or "manifest" freight. The most modern units on "time" freight service tend to have six axles underneath the frame. Unlike those in "manifest" service, "time" freight units will have only four of
1820-473: A fraction of capacity as the market for steam locomotives declined in the 1930s. 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. In 1928 Baldwin began an attempt to diversify its product line to include small internal combustion-electric locomotives but
1950-590: A later larger improved version, and last Baldwin product to be purchased by NZR was the 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
2080-577: A major manufacturer of diesel engines for marine and stationary applications, in 1930. Supported by the General Motors Research Division, GM's Winton Engine Corporation sought to develop diesel engines suitable for high-speed mobile use. The first milestone in that effort was delivery in early 1934 of the Winton 201A, a two-stroke , mechanically aspirated , uniflow-scavenged , unit-injected diesel engine that could deliver
2210-421: A prototype diesel–electric locomotive for "special uses" (such as for runs where water for steam locomotives was scarce) using electrical equipment from Westinghouse Electric Company . Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Industry sources were beginning to suggest "the outstanding advantages of this new form of motive power". In 1929,
2340-486: A real prospect with existing diesel technology. Before diesel power could make inroads into mainline service, the limitations of diesel engines circa 1930 – low power-to-weight ratios and narrow output range – had to be overcome. A major effort to overcome those limitations was launched by General Motors after they moved into the diesel field with their acquisition of the Winton Engine Company ,
2470-589: A shop since 1905. Baldwin formed the Eddystone Ammunition Corporation on 10 June 1915 to manufacture 2,500,000 3-inch (76 mm) shrapnel shells of Russian design. The Eddystone Ammunition plant adjacent to the Delaware River was operational by November 1915 including a modern wharf along the river front. This plant was the source of the Eddystone explosion which killed 133 people on 10 April 1917. Another Baldwin subsidiary,
2600-485: A short line to the suburbs of Philadelphia. The Camden & Amboy Railroad (C&A) had already imported their John Bull locomotive from England, and it was stored in Bordentown, New Jersey awaiting assembly when Baldwin inspected it, noting the principal dimensions of the parts. Without the benefit of modern machine tools the cylinders were bored by a chisel fixed in a block of wood and turned by hand;
2730-533: 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 . The United States' entry into World War II impeded Baldwin's diesel development program when the War Production Board dictated that Alco and Baldwin produce only steamers and diesel-electric yard switching engines. The General Motors Electro-Motive Corporation
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#17327917537532860-712: A trial on the new 2 ft 6 in ( 762 mm ) narrow-gauge railways . Fifteen more were built by the VR. Both were scrapped. 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
2990-721: 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. 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
3120-542: A wholly owned subsidiary of Armour & Company . 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. 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
3250-421: Is because clutches would need to be very large at these power levels and would not fit in a standard 2.5 m (8 ft 2 in)-wide locomotive frame, or would wear too quickly to be useful. The first successful diesel engines used diesel–electric transmissions , and by 1925 a small number of diesel locomotives of 600 hp (450 kW) were in service in the United States. In 1930, Armstrong Whitworth of
3380-533: Is better able to cope with overload conditions that often destroyed the older types of motors. A diesel–electric locomotive's power output is independent of road speed, as long as the unit's generator current and voltage limits are not exceeded. Therefore, the unit's ability to develop tractive effort (also referred to as drawbar pull or tractive force , which is what actually propels the train) will tend to inversely vary with speed within these limits. (See power curve below). Maintaining acceptable operating parameters
3510-502: Is generally limited to low-powered, low-speed shunting (switching) locomotives, lightweight multiple units and self-propelled railcars . The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a fluid coupling interposed between the engine and gearbox, and the gearbox is often of the epicyclic (planetary) type to permit shifting while under load. Various systems have been devised to minimise
3640-613: 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. 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,
3770-561: Is one of the few surviving tender locomotives in Luzon . Baldwin built locomotives for narrow-gauge railways as well. Some of the more notable series built for the Denver & Rio Grande Western were outside-framed 2-8-2 "Mikados": Fifteen class K-27 's, originally built as Vauclain compounds in 1903, ten class K-36 's built in 1925, and ten class K-37 's originally built as standard-gauge 2-8-0s in 1902 but rebuilt for narrow gauge in
3900-734: Is preserved is a steam dummy, built for Sydney Tramways, in 1891, and preserved in operational condition, at Auckland 's 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. 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
4030-414: Is the same as placing an automobile's transmission into neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct position (forward or reverse), the brake is released and the throttle is moved to the run 1 position (the first power notch). An experienced engine driver can accomplish these steps in a coordinated fashion that will result in
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4160-656: The Burlington Route and Union Pacific used custom-built diesel " streamliners " to haul passengers, starting in late 1934. Burlington's Zephyr trainsets evolved from articulated three-car sets with 600 hp power cars in 1934 and early 1935, to the Denver Zephyr semi-articulated ten car trainsets pulled by cab-booster power sets introduced in late 1936. Union Pacific started diesel streamliner service between Chicago and Portland Oregon in June 1935, and in
4290-723: The Busch-Sulzer company in 1911. Only limited success was achieved in the early twentieth century with internal combustion engined railcars, due, in part, to difficulties with mechanical drive systems. General Electric (GE) entered the railcar market in the early twentieth century, as Thomas Edison possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar. GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for electric railcars. Problems related to co-ordinating
4420-611: The Canadian National Railways became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse. However, these early diesels proved expensive and unreliable, with their high cost of acquisition relative to steam unable to be realized in operating cost savings as they were frequently out of service. It would be another five years before diesel–electric propulsion would be successfully used in mainline service, and nearly ten years before fully replacing steam became
4550-494: The DFH1 , began in 1964 following the construction of a prototype in 1959. In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系). Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin locomotives, developed since 1950 and in service since 1953. In 1914,
4680-626: 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. 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
4810-580: The Midland Railway , Great Central Railway , and Great Northern Railway , respectively, as well as the Lyn , a 2-4-2T (tank locomotive) for the 1 ft 11.5 in (597 mm) gauge 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
4940-618: The Palestine Railways H class . After the boom years of World War I and its aftermath, Baldwin's business would decline as the Great Depression gripped the country and 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. The Baldwin-Westinghouse consortium, which had produced electric locomotives since 1904,
5070-448: The Pennsylvania Railroad , which saw its traffic soar, as Baldwin produced more than 100 engines for carriers during the 1861–1865 war. By the time Matthias Baldwin died in 1866, his company was vying with Rogers Locomotive & Machine Works for the top spot among locomotive producers. By 1870 Baldwin had taken the lead and a decade later, it was producing 2 1 ⁄ 2 times as many engines as its nearest competitor, according to
5200-488: The Società per le Strade Ferrate del Mediterrano in southern Italy in 1926, following trials in 1924–25. The six-cylinder two-stroke motor produced 440 horsepower (330 kW) at 500 rpm, driving four DC motors, one for each axle. These 44 tonnes (43 long tons; 49 short tons) locomotives with 45 km/h (28 mph) top speed proved quite successful. In 1924, two diesel–electric locomotives were taken in service by
5330-950: The Soviet railways , almost at the same time: In 1935, Krauss-Maffei , MAN and Voith built the first diesel–hydraulic locomotive, called V 140 , in Germany. Diesel–hydraulics became the mainstream in diesel locomotives in Germany since the German railways (DRG) were pleased with the performance of that engine. Serial production of diesel locomotives in Germany began after World War II. In many railway stations and industrial compounds, steam shunters had to be kept hot during many breaks between scattered short tasks. Therefore, diesel traction became economical for shunting before it became economical for hauling trains. The construction of diesel shunters began in 1920 in France, in 1925 in Denmark, in 1926 in
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5460-604: The United Kingdom of Great Britain and Ireland as those nations' manufacturing facilities were refocused on armaments production. Baldwin's vice president Samuel M. Vauclain visited Russia in 1914 to obtain orders for thirty 0-6-6-0 Mallet locomotives for the 3 ft 6 in gauge railways between Arkhangelsk and Vologda . This was followed by orders for 2-10-0 Russian gauge locomotives and 75 cm gauge gasoline locomotives for Russian trench railways . France ordered more than one-thousand trench railway locomotives, and
5590-689: The United States Navy and manufactured 6,565,355 artillery shells for Russia, Great Britain and the United States. From 1915 to 1918, Remington Arms subcontracted the production of nearly 2 million Pattern 1914 Enfield and 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
5720-632: 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
5850-406: The electrification of the line in 1944. Afterwards, the company kept them in service as boosters until 1965. Fiat claims to have built the first Italian diesel–electric locomotive in 1922, but little detail is available. Several Fiat- TIBB Bo'Bo' diesel–locomotives were built for service on the 950 mm ( 3 ft 1 + 3 ⁄ 8 in ) narrow gauge Ferrovie Calabro Lucane and
5980-463: The power source is a diesel engine . Several types of diesel locomotives have been developed, differing mainly in the means by which mechanical power is conveyed to the driving wheels . The most common are diesel–electric locomotives and diesel–hydraulic. Early internal combustion locomotives and railcars used kerosene and gasoline as their fuel. Rudolf Diesel patented his first compression-ignition engine in 1898, and steady improvements to
6110-432: The 1,500 kW (2,000 hp) British Rail 10100 locomotive), though only few have proven successful (such as the 1,342 kW (1,800 hp) DSB Class MF ). In a diesel–electric locomotive , the diesel engine drives either an electrical DC generator (generally, less than 3,000 hp (2,200 kW) net for traction), or an electrical AC alternator-rectifier (generally 3,000 hp net or more for traction),
6240-424: The 1920s and 1930s, and its application of model design standardization (yielding lower unit costs) and marketing lessons learned in the automotive industry, were the principal reason for EMC's competitive advantage in the late 1940s and afterward (clearly implying that the wartime production assignments were merely nails in a coffin that Baldwin and Lima had already built for themselves before the war). In his telling,
6370-421: The 1930s drew to a close, Baldwin's coal-country customers such as Pennsylvania Railroad, Chesapeake & Ohio , and 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
6500-569: The 1950s, Baldwins applied but failed when EMD won the contract instead. Surprisingly only one NZR Baldwin product was operational, a class Wd 2-6-4 tank locomotive operated at the Ferrymead railway in Christchurch until it was taken out of service for repairs, the remains of a WMR 2-6-2 N, NZR 4-6-0 Ub, and two NZR 2-6-2 Wb tank locomotives and one Wd tank locomotive are in the early stages of restoration. Another steam locomotive that
6630-459: The 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the commutator and brushes in the generator. Elimination of the brushes and commutator, in turn, eliminated the possibility of a particularly destructive type of event referred to as
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#17327917537536760-523: The 1990s, starting with the Electro-Motive SD70MAC in 1993 and followed by General Electric's AC4400CW in 1994 and AC6000CW in 1995. The Trans-Australian Railway built 1912 to 1917 by Commonwealth Railways (CR) passes through 2,000 km of waterless (or salt watered) desert terrain unsuitable for steam locomotives. The original engineer Henry Deane envisaged diesel operation to overcome such problems. Some have suggested that
6890-600: The CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable. As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives: A diesel–mechanical locomotive uses a mechanical transmission in a fashion similar to that employed in most road vehicles. This type of transmission
7020-665: The D&;RGW shops in 1928. Several of all these classes survive, and most are operating today on the Durango & Silverton Narrow Gauge Railroad and the Cumbres & Toltec Scenic Railroad . New Zealand Railways (NZR) was a major customer from 1879 when it imported six T class based on the Denver & Rio Grande locomotives due to their similar rail gauge. The next was a double emergency order of six N class and six O class after
7150-533: 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,
7280-579: The Eddystone Munitions Company, was organized on 27 September 1917 to manufacture shrapnel for the United States government. Total production was 6,565,355 artillery shells before the plant was converted to locomotive shops in 1919. On 30 April 1915 the United Kingdom placed a contract with Remington Arms for 1,500,000 Pattern 1914 Enfield rifles. When Remington subcontracted the bulk of this order to Baldwin, Baldwin built
7410-698: The GM Research Corporation led by Charles Kettering , and the GM subsidiaries Winton Engine Corporation and Electro-Motive Corporation. 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
7540-609: The Great Depression thwarted these efforts, eventually leading Baldwin to declare bankruptcy in 1935. 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
7670-895: The Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade. Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by William Beardmore and Company for the Canadian National Railways (the Beardmore Tornado engine was subsequently used in the R101 airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German Wismar railbuses (57 cars 1932–1941). In France,
7800-457: The R&;D needed to adapt earlier diesels (best suited to marine and stationary use) to locomotive use (more flexible output; higher power-to-weight ratio; more reliable given more vibration and less maintenance) was a capital-intensive project that almost no one among the railroad owners or locomotive builders was willing (latter) or able (former) to invest in during the 1920s and 1930s except for
7930-567: 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
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#17327917537538060-490: The U.S. Manufacturing Census. 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 . 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
8190-502: The United Kingdom delivered two 1,200 hp (890 kW) locomotives using Sulzer -designed engines to Buenos Aires Great Southern Railway of Argentina. In 1933, diesel–electric technology developed by Maybach was used to propel the DRG Class SVT 877 , a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion
8320-527: The United Kingdom ordered 495 trench railway locomotives and 465 locomotives for standard-gauge railways . France and the United Kingdom then placed orders with Baldwin for artillery shells of calibers from 12 centimetres (4.7 in) to 12 inches (30 cm). Although Baldwin's Philadelphia plant was enlarged to include a 4-story extension to the truck shop and a new 8-story building, completion of ammunition orders required construction of new manufacturing facilities at Eddystone, where Baldwin had been operating
8450-499: The War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the petroleum crisis of 1942–43 , coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of DL-109 road locomotives, but most in
8580-710: 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. Diesel locomotive A diesel locomotive is a type of railway locomotive in which
8710-553: The Whitcomb Locomotive Company, produced hundreds of 65-ton diesel electric locomotives for the Army and received the Army–Navy "E" award for production. Baldwin ranked 40th among United States corporations in the value of wartime production contracts. Between 1940 and 1948, domestic steam locomotive sales declined from 30 percent of the market to 2 percent. By 1949, there was no demand for steam locomotives. Baldwin's attempts to adapt to
8840-433: The axles connected to traction motors, with the other two as idler axles for weight distribution. In the late 1980s, the development of high-power variable-voltage/variable-frequency (VVVF) drives, or "traction inverters", allowed the use of polyphase AC traction motors, thereby also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and
8970-589: The benefits of an electric locomotive without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929. However, the Great Depression curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead. In June 1925, Baldwin Locomotive Works outshopped
9100-420: The break in transmission during gear changing, such as the S.S.S. (synchro-self-shifting) gearbox used by Hudswell Clarke . Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and torque required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (for example,
9230-458: The changed market for road locomotives had been unsuccessful; the reliability of their offerings was unsatisfactory, epitomized by notorious failures such as its Centipede diesel locomotives and their steam turbine-electric locomotives, which proved to be money pits unsuited for their intended service. In July 1948 Westinghouse Electric , which had teamed with Baldwin to build diesel and electric locomotives and wanted to keep their main customer in
9360-573: The company moved all locomotive production to this location, though the plant would never exceed more than one-third of its production capacity. Baldwin was an important contributor to the Allied war effort in World War I . Baldwin built 5,551 locomotives for the Allies including separate designs for Russian, French, British and United States trench railways . Baldwin built railway gun carriages for
9490-566: 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. Also during the late 1890s, two 2-6-2T tank engines N A class were built for the Victorian Railways (VR). They were used as
9620-422: The design of diesel engines reduced their physical size and improved their power-to-weight ratios to a point where one could be mounted in a locomotive. Internal combustion engines only operate efficiently within a limited power band , and while low-power gasoline engines could be coupled to mechanical transmissions , the more powerful diesel engines required the development of new forms of transmission. This
9750-430: The diesel locomotive field with the onset of the Great Depression, opting to supply electrical parts instead. 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. In 1930 Samuel Vauclain, chairman of the board, stated in a speech that advances in steam technology would ensure
9880-556: The diesel market, Baldwin delivered one steam turbine-electric locomotive to the 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
10010-515: The dominance of the steam engine until at least 1980. 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". 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
10140-640: The early 1850s began paying workers piece-rate pay. 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. 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
10270-443: The engine governor and electrical or electronic components, including switchgear , rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in
10400-419: The engine and traction motor with a single lever; subsequent improvements were also patented by Lemp. Lemp's design solved the problem of overloading and damaging the traction motors with excessive electrical power at low speeds, and was the prototype for all internal combustion–electric drive control systems. In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design,
10530-423: The engine driver operates the controls. When the throttle is in the idle position, the prime mover receives minimal fuel, causing it to idle at low RPM. In addition, the traction motors are not connected to the main generator and the generator's field windings are not excited (energized) – the generator does not produce electricity without excitation. Therefore, the locomotive will be in "neutral". Conceptually, this
10660-456: The first diesel railcar was Renault VH , 115 units produced 1933/34. In Italy, after six Gasoline cars since 1931, Fiat and Breda built a lot of diesel railmotors, more than 110 from 1933 to 1938 and 390 from 1940 to 1953, Class 772 known as Littorina , and Class ALn 900. In the 1930s, streamlined highspeed diesel railcars were developed in several countries: In 1945, a batch of 30 Baldwin diesel–electric locomotives, Baldwin 0-6-6-0 1000 ,
10790-480: The first known to be built in the United States. Following this development, the 1923 Kaufman Act banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas. The first regular use of diesel–electric locomotives was in switching (shunter) applications, which were more forgiving than mainline applications of
10920-569: The following year would add Los Angeles, CA , Oakland, CA , and Denver, CO to the destinations of diesel streamliners out of Chicago. The Burlington and Union Pacific streamliners were built by the Budd Company and the Pullman-Standard Company , respectively, using the new Winton engines and power train systems designed by GM's Electro-Motive Corporation . EMC's experimental 1800 hp B-B locomotives of 1935 demonstrated
11050-406: The freight market including their own F series locomotives. GE subsequently dissolved its partnership with ALCO and would emerge as EMD's main competitor in the early 1960s, eventually taking the top position in the locomotive market from EMD. Early diesel–electric locomotives in the United States used direct current (DC) traction motors but alternating current (AC) motors came into widespread use in
11180-529: The last domestic steam locomotive Baldwin built, Chesapeake and Ohio 1309 . In Australia, five of the twenty 59 class Baldwin 2-8-2s which entered service in 1952/53 survive. 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
11310-570: The limitations of contemporary diesel technology and where the idling economy of diesel relative to steam would be most beneficial. GE entered a collaboration with the American Locomotive Company (ALCO) and Ingersoll-Rand (the "AGEIR" consortium) in 1924 to produce a prototype 300 hp (220 kW) "boxcab" locomotive delivered in July 1925. This locomotive demonstrated that the diesel–electric power unit could provide many of
11440-431: The locomotive business were restricted to making switch engines and steam locomotives. In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their GP series road-switcher locomotives in 1949, which displaced all other locomotives in
11570-581: The mid-1950s. Generally, diesel traction in Italy was of less importance than in other countries, as it was amongst the most advanced countries in the electrification of the main lines and as Italian geography makes freight transport by sea cheaper than rail transportation even on many domestic connections. Adolphus Busch purchased the American manufacturing rights for the diesel engine in 1898 but never applied this new form of power to transportation. He founded
11700-650: The modified M1917 Enfield design, which was carried by nearly two-thirds of the American Expeditionary Forces . Baldwin Locomotive Works The Baldwin Locomotive Works (BLW) was an American manufacturer of railway locomotives from 1825 to 1951. Originally located in Philadelphia, Pennsylvania , it moved to nearby Eddystone in the early 20th century. The company was for decades
11830-418: The most recognized locomotives are Reading 2101 , Reading 2102 , Grand Canyon Railway 4960 , Frisco 1522 , Frisco 1630 , Nickel Plate Road 587 , Blue Mountain and Reading 425 , Western Maryland Scenic Railroad 734 , Southern Pacific 2467 , Southern Pacific 2472 , Spokane, Portland and Seattle 700 , Southern Railway 4501 , the oldest surviving 4-8-4 Northern type steam locomotive, Santa Fe 3751 , and
11960-546: The multiple-unit control systems used for the cab/booster sets and the twin-engine format used with the later Zephyr power units. Both of those features would be used in EMC's later production model locomotives. The lightweight diesel streamliners of the mid-1930s demonstrated the advantages of diesel for passenger service with breakthrough schedule times, but diesel locomotive power would not fully come of age until regular series production of mainline diesel locomotives commenced and it
12090-402: The output of which provides power to the traction motors that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The important components of diesel–electric propulsion are the diesel engine (also known as the prime mover ), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of
12220-421: The outside frame was made of wood. The 30 inches (0.76 m) diameter boiler took 20 minutes to raise steam. Top speed was 28 mph (45 km/h). 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. As part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although
12350-683: The partnerships proved relatively short-lived, they helped Baldwin pull through the economic hard times. Zerah Colburn was one of many engineers who had a close association with Baldwin Locomotive Works. Between 1854 (and the start of his weekly paper, the 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
12480-601: 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." Initially, Baldwin built many more steam locomotives at its cramped 196-acre (0.79 km ) Broad Street Philadelphia shop but would begin an incremental shift in production to
12610-584: The performance and reliability of the new 567 model engine in passenger locomotives, EMC was eager to demonstrate diesel's viability in freight service. Following the successful 1939 tour of EMC's FT demonstrator freight locomotive set, the stage was set for dieselization of American railroads. In 1941, ALCO-GE introduced the RS-1 road-switcher that occupied its own market niche while EMD's F series locomotives were sought for mainline freight service. The US entry into World War II slowed conversion to diesel;
12740-592: 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). The company also built the M6 Heavy Tank , a prototype trialed by the US Army which never saw operational use. A Baldwin subsidiary,
12870-484: The prime mover and electric motor were immediately encountered, primarily due to limitations of the Ward Leonard current control system that had been chosen. GE Rail was formed in 1907 and 112 years later, in 2019, was purchased by and merged with Wabtec . A significant breakthrough occurred in 1914, when Hermann Lemp , a GE electrical engineer, developed and patented a reliable control system that controlled
13000-570: The rail industry afloat, purchased 500,000 shares, or 21 percent, of Baldwin stock, which made Westinghouse Baldwin's largest shareholder. Baldwin used the money to cover various debts. Westinghouse vice president Marvin Smith became Baldwin's president in May 1949. In a move to diversify into the construction equipment market, Baldwin merged with Lima-Hamilton on December 4, 1950, to become Baldwin-Lima-Hamilton. However, Lima-Hamilton's locomotive technology
13130-605: 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
13260-450: The required performance for a fast, lightweight passenger train. The second milestone, and the one that got American railroads moving towards diesel, was the 1938 delivery of GM's Model 567 engine that was designed specifically for locomotive use, bringing a fivefold increase in life of some mechanical parts and showing its potential for meeting the rigors of freight service. Diesel–electric railroad locomotion entered mainline service when
13390-624: 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. As a result, Baldwin's production in 1861 fell more than 50 percent compared to the previous year. However, the loss in Southern sales was counterbalanced by purchases by the United States Military Railroads and
13520-704: The substantial increase in the size of the locomotives being manufactured, and the formation of the American Locomotive Company, an aggressive competitor which eventually became known simply as Alco . From 1904 to 1943, Baldwin and Westinghouse marketed Baldwin-Westinghouse electric locomotives and A.C. electrification of railroads, particularly to the New Haven Railroad . In 1906 the Hepburn Act authorized greater governmental authority over railroad companies, and revitalized
13650-405: The success of the custom streamliners, sought to expand the market for diesel power by producing standardized locomotives under their Electro-Motive Corporation . In 1936, EMC's new factory started production of switch engines. In 1937, the factory started producing their new E series streamlined passenger locomotives, which would be upgraded with more reliable purpose-built engines in 1938. Seeing
13780-432: The throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid throttle motion ("throttle stripping", an operating rules violation on many railroads). Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in train loading regardless of how
13910-479: The throttle setting, as determined by the engine driver and the speed at which the prime mover is running (see Control theory ). Locomotive power output, and therefore speed, is typically controlled by the engine driver using a stepped or "notched" throttle that produces binary -like electrical signals corresponding to throttle position. This basic design lends itself well to multiple unit (MU) operation by producing discrete conditions that assure that all units in
14040-458: The time exclusively purchased Baldwin products after facing the same difficulties with British builders the NZR had. The Wellington & Manawatu Railway (1881–1909) operated small fleets of 2-8-0 (4), 2-6-2 (6), 2-8-2 (1), 4-6-0 (2) and a large 2-8-4 (1) tank locomotive. When the NZR took over the railway, its fleet was absorbed into sub-classes of those operating already in the main fleet. When NZR placed tenders for diesel locomotives in
14170-444: 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
14300-460: The turn of the 20th century with the last retiring as late as 1958. A requirement for a larger firebox version of the class ended up creating a whole new locomotive with the birth of the 4-6-2 wheel arrangement, the Pacific was born. They were classed as Q class and remained in use until 1957. Being a new type of locomotive, the Q class had their shortcomings but eventually performed well. In 1914
14430-451: The use of an internal combustion engine in a railway locomotive is the prototype designed by William Dent Priestman , which was examined by William Thomson, 1st Baron Kelvin in 1888 who described it as a " Priestman oil engine mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes." In 1894, a 20 hp (15 kW) two-axle machine built by Priestman Brothers
14560-541: The war ended. 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
14690-577: The workmen had to be taught how to do nearly all the work; and Baldwin did a great deal of it himself. The locomotive Old Ironsides was completed and successfully tested on the Philadelphia, Germantown and Norristown Railroad on November 23, 1832. It worked the line for over 20 years. It weighed a little over five tons with four 54 inches (1.4 m) diameter driving wheels and 9 + 1 ⁄ 2 inches (24 cm) bore by 18 inches (46 cm) stroke cylinders. The wheels had heavy cast iron hubs, with wooden spokes and rims and wrought iron tires, and
14820-672: The world's first functional diesel–electric railcars were produced for the Königlich-Sächsische Staatseisenbahnen ( Royal Saxon State Railways ) by Waggonfabrik Rastatt with electric equipment from Brown, Boveri & Cie and diesel engines from Swiss Sulzer AG . They were classified as DET 1 and DET 2 ( de.wiki ). Because of a shortage of petrol products during World War I, they remained unused for regular service in Germany. In 1922, they were sold to Swiss Compagnie du Chemin de fer Régional du Val-de-Travers , where they were used in regular service up to
14950-571: 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,
15080-473: Was 95 tonnes and the power was 883 kW (1,184 hp) with a maximum speed of 100 km/h (62 mph). Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s. One of the first domestically developed Diesel vehicles of China was the Dongfeng DMU (东风), produced in 1958 by CSR Sifang . Series production of China's first Diesel locomotive class,
15210-743: Was also well known for the unique cab-forward 4-8-8-2 articulateds built for the Southern Pacific Company and massive 2-10-2 for the Atchison, Topeka & Santa Fe Railway . Baldwin also produced their most powerful steam engines in history, the 2-8-8-4 "Yellowstone" for the Duluth, Missabe & Iron Range Railway . The Yellowstone could put down over 140,000 lbf (622.8 kN) of 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
15340-625: Was asked to build others like it. The original engine was in use and powered many departments of the works for well over 60 years, and is currently on display at the Smithsonian Institution in Washington D.C. In 1831. Baldwin built a miniature locomotive for exhibition at the request of the Philadelphia Museum, which was such a success that he received an order from a railway company for a locomotive to run on
15470-525: Was assigned the task of producing road freight diesels (namely, the FT series). EMC's distinct advantage over its competitors in that product line in the years that followed World War II, due to the head start in diesel R&D and production, is beyond doubt, however, assigning it solely to WPB directives is questionable. Longtime GM chairman Alfred Sloan presented a timeline in his memoir that belies this assumption, saying that GM's diesel-engine R&D efforts of
15600-527: Was brought to high-speed mainline passenger service in late 1934, largely through the research and development efforts of General Motors dating back to the late 1920s and advances in lightweight car body design by the Budd Company . The economic recovery from World War II hastened the widespread adoption of diesel locomotives in many countries. They offered greater flexibility and performance than steam locomotives , as well as substantially lower operating and maintenance costs. The earliest recorded example of
15730-443: Was completed in the late 1920s. The American railroad industry expanded significantly between 1898 and 1907, with domestic demand for locomotives hitting its highest point in 1905. Baldwin's business boomed during this period while it modernized its Broad Street facilities. Despite this boom, Baldwin faced many challenges, including the constraints of space in the Philadelphia facility, inflation, increased labor costs, Labor tensions,
15860-575: Was delivered from the United States to the railways of the Soviet Union. In 1947, the London, Midland and Scottish Railway (LMS) introduced the first of a pair of 1,600 hp (1,200 kW) Co-Co diesel–electric locomotives (later British Rail Class D16/1 ) for regular use in the United Kingdom, although British manufacturers such as Armstrong Whitworth had been exporting diesel locomotives since 1930. Fleet deliveries to British Railways, of other designs such as Class 20 and Class 31, began in 1957. Series production of diesel locomotives in Italy began in
15990-454: Was full of praise for the quality of Baldwin's work. In the 1850s, railroad building became a national obsession, 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. Still, Baldwin had trouble keeping pace with orders and in
16120-578: Was in fact the first American locomotive builder to develop a road diesel locomotive, in 1925. Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. 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 , No. 9000 and No. 9001, proved expensive, unreliable, frequently out of service, and were soon retired. Westinghouse cancelled its efforts in
16250-425: Was lucrative. When the licenses ran out, all remaining parts were distributed, and the company dissolved. Baldwin built many 4-4-0 "American" type locomotives (the locomotive that built America). Surviving examples of which include the 1872 Countess of Dufferin and 1875's Virginia & Truckee Railroad No.22 "Inyo" , but it was perhaps best known for the 2-8-2 "Mikado" and 2-8-0 "Consolidation" types. It
16380-400: Was one of the principal design considerations that had to be solved in early diesel–electric locomotive development and, ultimately, led to the complex control systems in place on modern units. The prime mover's power output is primarily determined by its rotational speed ( RPM ) and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both
16510-797: 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 RP-210 dual power passenger locomotives for the New York Central and 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. More than 70,500 locomotives had been built when production ended. In 1965 Baldwin became
16640-494: Was shown suitable for full-size passenger and freight service. Following their 1925 prototype, the AGEIR consortium produced 25 more units of 300 hp (220 kW) "60 ton" AGEIR boxcab switching locomotives between 1925 and 1928 for several New York City railroads, making them the first series-produced diesel locomotives. The consortium also produced seven twin-engine "100 ton" boxcabs and one hybrid trolley/battery unit with
16770-421: Was unused after the merger and market share continued to dwindle. By January, 1952 Baldwin closed its factory in Rochelle, Illinois and consolidated Whitcomb production at Eddystone. In 1953 Westinghouse discontinued building electrical traction equipment, so Baldwin was forced to reconfigure their drive systems based on General Electric equipment. In 1954, during which time they were being virtually shut out of
16900-737: Was used on the Hull Docks . In 1896, an oil-engined railway locomotive was built for the Royal Arsenal in Woolwich , England, using an engine designed by Herbert Akroyd Stuart . It was not a diesel, because it used a hot-bulb engine (also known as a semi-diesel), but it was the precursor of the diesel. Rudolf Diesel considered using his engine for powering locomotives in his 1893 book Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren ( Theory and Construction of
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