There were several variations of the Baldwin DR-6-4-2000 during its construction run from the mid-1940s through the late 1940s. In total there were not many actual locomotive built but the design had a wide range of carbodies from the "Baby Face" to the "Sharknose" and "Dual Cab." The DR-6-4-2000 would be the very last passenger cab unit Baldwin would offer. The company was never very successful in that particular market anyway (it was more than 10 years behind the Electro-Motive Division in offering a passenger model) and instead decided to focus its efforts on freight locomotives. The DR-6-4-2000 primarily resembled models being offered by EMD with comparable horsepower, length, and the A1A-A1A truck design. Unfortunately for Baldwin its last passenger locomotive sold less than a tenth of the units that EMD outshopped for its late E series models. Today, there are no DR-6-4-2000s known to be preserved (nor any of Baldwin's rare passenger models).
The original version of the Baldwin DR-6-4-2000 was introduced in 1945. Using two VO 6c SC model prime movers, which could produce 2,000 horsepower, three such models were built through the summer of 1946. They utilized an A1A-A1A truck setup (meaning the two outside axles on each truck were powered while the center axle was not) and featured Baldwin's ubiquitous "Baby Face" carbody design. Additionally, the locomotive could produce 76,200 pounds of starting tractive effort and 28,500 pounds continuous. The oddest carbody design, at least for American railroads, among the DR-6-4-2000 types was the dual cab. Six were built for the Central Railroad of New Jersey from 1946 through 1948. Listed as a DRX-6-4-2000 "Double Cab," aside from the design having a cab on each end to eliminate the need to turn the locomotive between runs and its only difference from other versions of the model was that it featured Baldwin's 606NA model prime mover.
The final "Baby Face" version of the DR-6-4-2000 also featured the 606NA prime mover and only a few were built in the second half of 1948, two for the Gulf, Mobile & Ohio and three for Ferrocarriles Nacionales de México (two of which were original demonstrators). The absolute final version of the Baldwin DR-6-4-2000 was shrouded in the famous "Sharknose" carbody. Its only difference from the previous version was that it featured Baldwin's latest 606SC prime mover. Unfortunately, this final version sold poorly (although it did sell the most of any single variant) as well as only the Pennsylvania Railroad purchased it, 18 A units and 9 B units. Internal components for all of the DR-6-4-2000 variants were outsourced to Westinghouse Electric, a company Baldwin had collaborated with for decades.
The classification system Baldwin used for its early diesel designs was a mess to try and decode but once it is explained is fairly simple to understand. The system is based from the Whyte Notation that classified steam locomotives. As an example using the DR-6-4-2000 the "DR" referred to Diesel Road unit; the first 6 regarded six total axles; the second number, 4, was the designation of four powered traction motors; and 2,000 was simply the horsepower rating. Many times the classification would be shortened for simplicity such as DR-6-4-20. Given the fact that by the late 1940s EMD simply had the market cornered on passenger models, and diesel locomotives in general, most of the railroads that ultimately purchased the DR-6-4-2000 variants did not use them long in revenue service. The locomotives just were not as reliable and easy to maintain as EMDs and most were traded in or sold by the 1960s. Lastly, for more information about the DR-6-4-2000s and all Baldwin cab unit models please refer to the chart below.
Baldwin DR-6-4-2000 Production Roster
|Owner||Road Number(s)||Quantity||Date Built|
|Gulf, Mobile & Ohio||280-281||2||1947|
|Pennsylvania||5770B-5786B (Evens, Bs)||9||1948|
|Wharton & Northern Railroad (CNJ)||2000-2005 (DRX-6-4-2000)||6||1946-1948|
For more information on the Baldwin DR-6-4-2000 cab units 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.
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