The Baldwin Sharknose, A Very Unique Model

One thing cannot be questioned about the Baldwin Sharknose design, it could not be mistaken with any other diesel model! The Baldwin Locomotive Works (commonly known as BLW or just Baldwin) was primarily a steam locomotive manufacturer (a quite accomplished one at that) and while its diesel switchers were somewhat successful the locomotive builder never did well in the diesel market, always in third place behind the American Locomotive Company (Alco) and the leader of the day, General Motors’ Electro-Motive Division (EMD).

Although Baldwin never made the successful switch from steam locomotives to diesels, one of its more popular road unit models, at least among railfans, was the unique body design of the DR6-4-20 commonly known today as the “Sharknose.” You might be wondering what all of those letters, dashes and numbers stand for. The DR stood for Diesel Road unit, 6 was the designation of six overall axles, 4 was the designation of four traction motors, and 20 for 2,000 horsepower. Confusing, I know!

The Baldwin Sharknose was very distinctive and could not be mistaken, much because of the fact that the model’s carbody was designed by legendary industrial engineer Raymond Loewy, who based the unit after the Pennsylvania Railroad's streamlined T-1 steam locomotive (Loewy was always well known for several designs among many different railroads, particularly during the streamliner revolution). While somewhat overall similar in carbody design to that of EMD’s E and F series, and Alco’s PA, whereby the cab was situated to one end and behind the nose, the Sharknose was very unique in its styling. The nose had much sharper angles as opposed to EMD’s and Alco’s rounded curves, and it was tapered towards the headlight, giving the unit its nickname that it would forever be known by. The Sharknose’s styling behind the cab was also more sharply angled than EMDs and Alcos in that the final three to four feet of carbody nearest the roofline was also tapered, giving the Sharknose a discrete streamlining which allowed it to be used in both passenger service as well as for freight assignments.

The Baldwin Sharknose model can be a bit confusing as it was renumbered as an RF-16 when Baldwin came out with an upgraded design, which included a new 308A, 1,600 horsepower engine.

Like its predecessor model the RF16 only enjoyed marginal success after the original design, the DR6-4-20 was introduced in 1948 by Baldwin. While it has been argued as to the overall success of the RF16 in regards to its service performance one thing which cannot be argued was its dislike among the railroads who found the Baldwin Sharknose very troublesome to maintain, even with the new engine in the upgraded model. For this reason the Sharknose was only marginally successful and the design sold a little over 100 units, including B, cabless units.

Today the Baldwin Sharknose no longer survives in either regular freight service or preserved. However, two units of the RF16 model, last used on the Delaware & Hudson (numbered 1205 and 1216) in the 1970s, reportedly still survive in upper Michigan, in storage by private owners (who also are said to have no interest in allowing the locomotives to be seen). Until recently, one could sometimes catch a glimpse of these units, as they were stored outdoors but were reportedly moved indoors after the units’ builder plates were stolen by vandals. As to whether the RF16s will ever be used again and/or showcased in a museum can only be guessed, although for history’s sake it would be great to see this happen, as the Sharknose is truly a unique and historic locomotive.

For more information on the Baldwin Sharknose design consider one (or both) of the books below. Mike Schafer’s Vintage Diesel Locomotives 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.

Also, Brian Solomon’s The American Diesel Locomotive also studies many of the same diesel models and builders as Mr. Schafer’s publication although at nearly twice the size the book goes into a bit more detail than Vintage Diesel Locomotives. All in all, though, both books are a great read and you shouldn’t be disappointed with them, not to mention that they are loaded with photos (many in color)!