Baldwin "RT-624" Locomotives: Specs, Roster, Data Sheet

Last revised: December 31, 2024

The RT624 followed Baldwin's earlier transfer model, the DT-6-6-2000. It is incredibly surprising the manufacturer elected to catalog a second such variant after the original's dismal sales performance.

The new model was part of Baldwin's new Standard Line that was introduced in 1950. The then Baldwin-Lima-Hamilton Corporation's (BLH) last transfer switcher was another failure as railroads were not interested in such a specialized design.

Overview

BLH was formed in 1951 through Baldwin Locomotive Works' takeover of the Lima-Hamilton Corporation.

Both companies were under the control of Westinghouse who, unfortunately, had little interest in remaining in the locomotive market.

Sadly, this was not a feeling shared by Baldwin's top management which had a serious interest in revamping the company into a major player in the market.

Alas, without Westinghouse's blessing, BLH was forced to end production. The industry's most recognized, and longest continually operating manufacturer, shutdown in 1956.

Photos

A pair of Pennsylvania RT624 transfer switchers, #8959 and #8960, run light through the yard at Pitcairn, Pennsylvania, circa 1965. American-Rails.com collection.

The RT624 entered production in June, 1951 replacing Baldwin's earlier transfer model, the DT-6-6-2000.

The new system included the number of powered axles and horsepower. In the case of the RT624:

"RT" referred to Road Transfer

The first "6" described six powered axles

"24" was the abbreviated horsepower rating, 2,400

Baldwin's reasoning for dropping the previous designation was the discontinuance of steam locomotive production in 1949.

Prior to that time the builder had utilized lettering to differentiate diesel models from steam such as:

DS for Diesel Switcher

DR for Diesel Road

DRS for Diesel Road Switcher

In their place Baldwin used:

AS for All Service

RS for Road Switcher

RF for Road Freight

RT for Road Transfer

The RT624 looked very similar to the DT-6-6-2000, featuring a center-cab and C-C truck design. It's primary difference was the use of two 606A engines in place of the 606SC.

These prime movers could produce 1,200 horsepower each compared against the 606SC's 1,000 horsepower. The locomotive also featured upgraded variants of the main generator, auxiliary generator, and traction motors.

Reception

The Elgin, Joliet & Eastern, Chicago's successful belt line carrier that avoided the city's downtown congestion, was not interested in the follow-up model.

The "J" had purchased a large fleet of the DT-6-6-2000's (26 units in all) but passed on the RT624.

Only the Pennsylvania and Minneapolis, Northfield & Southern (a short line which served the Twin Cities region) bought the RT624.

The PRR purchased 23 of the 24 units sold by the time production had ended in 1954.

One of the Pennsylvania's rare RT624's, #8727 in Philadelphia, circa 1965. American-Rails.com collection.

Once again, one of the model's most marketable features was its incredible tractive effort, which was even higher than the DT-6-6-2000; 106,200 pounds starting and 72,900 continuous (an optional gearing of 15:68 increased the continuous rating to 78,750 pounds).

BLH truly meant for the locomotive to be used in heavy drag service as it had the beef and muscle to do so.

Data Sheet and Specifications

Entered Production	8/1/1951 (Pennsylvania #8952)
Years Produced	8/1/1951 - 2/10/1954
Baldwin Class	RT624
Engine	606A, 6-Cylinder In-Line, Supercharged (2)
Engine Builder	De La Vergne
Turbocharger	Model H-503 (Elliott Company)
Horsepower	2400
RPM	625
Carbody Styling	Baldwin
Length (Between Coupler Pulling Faces)	74'
Weight	354,000 Lbs (Optional ballasting up to 375,000 Lbs.)
Height (Top Of Rail To Top Of Cab)	14'
Width	10'
Trucks	C-C
Truck Type	GSC Rigid Bolster
Truck Wheelbase	13'
Wheel Size	42"
Traction Motors	370DEZ (6), Westinghouse
Traction Generator	480FZ, Westinghouse
Auxiliary Generator	YG42B, Westinghouse
Gear Ratio	15:63, 15:68
Tractive Effort Rating	72,900 Lbs at 9.9 MPH (15:63) or 78,750 Lbs at 9.2 MPH (15:68)
Top Speed	60 MPH

Production Roster

Total Built = 24

Owner	Road Number	Baldwin Serial Number	Construction Number	Completion Date
Pennsylvania	8952	1	75123	8/1/1951
Pennsylvania	8953	2	75124	8/1/1951
Pennsylvania	8954	3	75125	9/11/1951
Pennsylvania	8955	4	75126	9/14/1951
Pennsylvania	8956	5	75127	9/21/1951
Pennsylvania	8957	6	75128	9/21/1951
Pennsylvania	8958	7	75129	10/21/1951
Pennsylvania	8959	8	75130	10/21/1951
Pennsylvania	8960	9	75131	11/6/1951
Pennsylvania	8961	10	75132	11/6/1951
Pennsylvania	8962	11	75133	11/20/1951
Pennsylvania	8963	12	75134	11/20/1951
Pennsylvania	8964	13	75135	11/30/1951
Pennsylvania	8965	14	75136	11/30/1951
Pennsylvania	8724	15	75664	10/3/1952
Pennsylvania	8725	16	75665	10/3/1952
Pennsylvania	8726	17	75666	10/22/1952
Pennsylvania	8727	18	75667	10/20/1952
Pennsylvania	8728	19	75668	11/12/1952
Pennsylvania	8729	20	75669	11/26/1952
Pennsylvania	8730	21	75670	12/12/1952
Pennsylvania	8731	22	75671	12/23/1952
Minneapolis, Northfield & Southern	25	23	75393	7/23/1953
Pennsylvania	8113	24	75958	2/10/1954

Sources

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Kirkland, John F. Diesel Builders, The: Volume Three, Baldwin Locomotive Works. Pasadena: Interurban Press, 1994.

Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.

Solomon, Brian. Baldwin Locomotives. Minneapolis: Voyageur Press, 2009.

Another issue hurting the locomotive's potential sales was the lack of dynamic braking or multiple unit (MU) capability as a standard option.

Today, the RT624 is one of just a few models it produced that is not preserved (although one DT-6-6-2000 does remain at the Illinois Railway Museum).

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