Baldwin "DS-4-4-1000" Locomotives

The Baldwin DS-4-4-1000, along with its DS-4-4-660 counterpart was meant to replace the earlier VO1000. While the model name was complicated enough, Baldwin also built two versions of the DS-4-4-1000, each using different prime movers. 

Interestingly, Baldwin's more powerful designs sold relatively well while smaller switchers like the DS-4-4-600, VO-660, and DS-4-4-750 were not nearly as popular with railroads. Unfortunately, the company's switchers were its only bright spot during the diesel era. 

Like rival American Locomotive, Baldwin struggled to produce a rugged and reliable road-switcher due to reliability issues. It was here where manufacturers made their money, locomotives aimed at daily freight service.  

The rigors required to produce such a machine were significant and only Electro-Motive proved very successful at such.  In later years General Electric would as well.  In the end, the mighty Baldwin Locomotive Works, a bastion of the railroad industry since its inception, exited the locomotive market in the 1950's after its acquisition by another company.

The Baldwin DS-4-4-1000 followed its predecessor model the VO-1000 in 1946 originally using the company's 608NA prime mover which could produce 1,000 horsepower using a B-B truck arrangement (two axles per truck).

Aside from the updated prime mover the model was virtually identical to the VO1000 with all internal components outsourced to Westinghouse and continued to carry a length of 48 feet, 10 inches.

The only noticeable difference was the DS-4-4-1000's increased starting tractive effort of 72,000 pounds.  This first version of the model was built through January of 1951 and sold rather poorly as only 56 were ever built for a handful of Class I railroads (the Reading would come to own the most, 14).

However, the second version, which used the company's somewhat more reliable 606SC prime mover produced the same 1,000 horsepower while also offering turbocharging, the first ever Baldwin switcher to feature such an option. Interestingly, production on the updated DS-4-4-100 lasted only until November of the same year, 1951.

However, in just 11 months Baldwin was able to sell some 446 DS-4-4-1000s to several Class Is (like the Union Pacific, Chicago & North Western, Reading, Seaboard, Frisco, B&O, and others), smaller railroads, and industries.

This time, Baldwin also found interest in Canadian lines, notably the Canadian Pacific Railway. Once again, the company's best customer proved to be the Pennsylvania Railroad which bought 136 examples alone.

As with the DS-4-4-750, the DS-4-4-1000 ended Baldwin's use of its dizzying classification system.  In its place, the builder introduced a more standard classification after 1951.

For instance, the S-8 and S-12 models, which replaced the DS-4-4-750 and DS-4-4-1000, used the "S" to signify they were switchers and the numbers designated their horsepower rating, abbreviated (800 and 1,200 horsepower). 

Because so many DS-4-4-1000s were built several are preserved today across the country including; AT&SF #2260, CP #7069, Katy #106, Oakland Terminal #101, and Reading #702.  Additionally, short line SMS Lines, which fleets a large collection of Baldwins preferring their incredible ability to pull operations former Copper Range #101 and PRR #9069. 

For more information on Baldwin locomotives the book by the same name, a Brian Solomon title, provides an in-depth history of the company from its earliest days beginning in the 1930s to its final years constructing diesels during the mid-20th century.  

It 160 pages in length and, as with every Solomon book, offers a rich collection of large, sharp photos to enjoy.  Another title of interest, also written by Mr. Solomon, is Vintage Diesel Power, which generally highlights several classic models from many of the noted builders of first-generation power such as Electro-Motive, Baldwin, and the American Locomotive Company.

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