The Baldwin Baby Face

Perhaps the most unique diesel locomotive ever constructed was the Baldwin Baby Face model of the DR6-4-20, DR-6-4-15, DR 12-8-3000 "Centipede", DR-6-4-1000, DRX-6-4-2000, and DR4-4-15 models. The carbody design gained its nickname through its low, sloped nose and large front windows. For the Baldwin Locomotive Works the "Baby Face" design was not all that attractive and to make matters worse it was regarded as a cheap knock-off from the Electro-Motive Division's popular carbody for its E and F series cab units. The design was so bad that Baldwin eventually hired famed industrial designer Raymond Loewy to update its carbody look, which resulted in the now classic "Sharknose" look. This carbody proved to be far more successful, just from an aesthetics standpoint and Baldwin wound up selling far more locomotives shrouded as Sharks than it ever did with the Baby Face. Because so few were ever built no Baby Face models are known to be preserved today.

A company photo of a New York Central A-B-A set of DR-6-4-1500 "Baby Face" passenger units including #3200 (A), #3301 (B), and #3203 (A) likely taken in 1948.

While the Baldwin Locomotive Works had a difficult time carving a niche for itself in the diesel locomotive market it found cab units especially difficult to sell. There were three significant reasons for this; first was the simple fact that Baldwin waited nearly ten years after EMD released its E and F series in the late 1930s and thus was already well established (not to mention impeccable reliability); second, the company's early prime movers in its main line models were troublesome and difficult to maintain by shop forces; and third, the "Baby Face" as mentioned above was very unpopular with railroads. Why buy a "cheap" look-alike of a locomotive already on the market and much more reliable?

The very first model to feature the "Baby Face" design was the unique DR-12-8-1500/2 (or DR12-8-3000), "Centipede", released in 1945. This monstrous locomotive was maintenance nightmare not to mention that it was incredibly hard on the track structure. However, it produced phenomenal tractive, the highest of any diesel locomotive ever built, and found several buyers early on. However, its flaws soon became exposed and most railroads had scrapped their Centipedes after less than 10 years of use.   Baldwin also produced four different versions six axle cab units, and one four axle model, that were featured with the Baby Face design; the DR-4-4-1500, DR-6-4-1000, DR-6-4-1500, DR-6-4-2000, and the DRX-6-4-2000. All were constructed in the late 1940s between 1946 and 1948 just before the company released its Standard line, which offered a more reliable prime mover and a much more redundant classification system.

New York Central DR-6-4-1500 #3201 likely taken soon after she left Baldwin's plant in either late 1947 or early 1948. The NYC bought six examples, including two B units, and would rebuild them with Electro-Motive model 567 prime movers in 1956.

Remember that during the late 1940s Baldwin was not only still building some steam locomotives (which is why it classed its diesels so oddly) but also constructed so many cab variants as it believed customization trumped standardization (since steam models had always been tailored to each individual railroad).    While such practices kept customers happy, at least in regards to the design they wanted, maintaining and building diesels this way became a real headache and very expensive. Ultimately that and other factors (such as management’s steadfast view on steam as a viable source of locomotive power, they were unwilling to develop diesel-electric technology more extensively) made for Baldwin's quick exit from the locomotive market altogether.

Baldwin's 1,500 horsepower cab models featured the builder's 608 SC prime mover while the only DR-6-4-1000 built for the Chicago & North Western and the 2,000 horsepower designs featured the VO 6c SC prime mover, an example of the company's predecessor I.P. Morris & De La Vergne (which it had purchased in 1931 and specialized in diesel engines). The DR6-4-20 model was meant to compete with the likes of EMD’s E series and the American Locomotive Company’s PA, both of which were built for passenger service. While all of Baldwin's cab models were offered in "B" units few sold. Along with the double-ended Baldwin Baby Face model, a design exclusively developed for the Central Railroad of New Jersey the company also produced the singe, cab only version known as the DR4-4-15.

This model was built for CNJ, Missouri Pacific, and New York Central with a total of 22 A units and 11 B units constructed. In any event, the Baldwin Baby Face design was mostly unsuccessful and all were retired by the 1960s (due to mechanical troubles and other problems) as mentioned above. In 1950 Baldwin was merged with the Lima-Hamilton Corporation to form Baldwin-Lima-Hamilton by parent Westinghouse Electric. This coincided with Baldwin releasing a new line of diesels, the Standard line. While the company offered a freight cab unit, the RF16, it gave up in the passenger market and instead kept its focus in the freight market. If you would like to learn more about the history of Baldwin and its Baby Face designs please click here. Also, more information about all Baby Face variants can be found below.

Baldwin "Baby Face" Variants

A Baldwin company photo of Seaboard Air Line DR-12-8-3000 "Centipede" #4501 taken in March of 1947. Interestingly, the SAL bought 14 examples of this locomotive, #4500-4513, between 1947 and 1948. All carried the "Baby Face" carbody just before Baldwin switched to the more pleasing "Sharknose" look.

For more information on the Baldwin Baby Face design consider Mike Schafer’s Vintage Diesel Locomotives which looks at virtually all of the classic builders and models from Alco PAs to early EMD Geeps. If you’re interested in classic Baldwins, or diesels in general, this book gives an excellent general history of both.  You may also want to consider the book Evolution of the American Diesel Locomotive by author J. Parker Lamb. As the title implies the book looks at the history and development of the diesel locomotives, covering 200 pages, from its earliest beginnings to the newest designs and models operated today. If you're interested in perhaps purchasing either (or both) of these books please visit the links below which will take you to ordering information through Amazon.com, the trusted online shopping network.