Baldwin VO660 Builder List and Phases

VO660 Roster Index | VO660 Phases

Baldwin VO660 - Minneapolis Northfield & Southern 60, Golden Valley, Minnesota, September 6, 1966. Photographer: Bruce Black
Baldwin VO660 – Minneapolis Northfield & Southern 60, Golden Valley, Minnesota, September 6, 1966. Photographer: Bruce Black-

Baldwin Class

  • Class – 0-4-4-0 660/1 DE – all units equipped with standard General Steel Casting trucks except where noted for Baldwin “Batz” trucks.

Phases

  • Phase Ia – Lot A – December, 1939 – a single unit, Baldwin demonstrator 299. It uses the last of the thirteen original 12-1/2 inch bore De La Vergne VO engines, with a maximum speed of 600 rpm. It has a notched electro-pnuematic throttle and a hydraulic Woodward governor. A single exhaust stack is located immediately in front of the cab, offset to the engineer’s side. Air is drawn through a huge oval grill on the front of the hood, and exhausted through vertically mounted radiators assembled from commercially available cores and headers. Engine temperature is regulated manually by adding or removing three large insulated panels attached to the outside of the radiators. The Westinghouse electrical system consists of a 485H2 main generator, a YG30C auxiliary generator, and four 362 traction motors. Because of the high capacity of this system, transition is unnecessary. The inboard end of the main generator is rigidly bolted to a circular flange on the engine bed, while the outboard end was supported by a pair of coil springs positioned with steel dowels secured to the underframe, a system that will lead to crankshaft alignment problems. The top of the cab is 14′-6″ above the rail, creating clearance problems. Stylish curved panels join the battery box to the cab and the walkway. These are echoed with gracefully curved gussets joining the sideframe to the step wells. Unique to this unit (as built) is a rectangular screened opening immediately behind the radiator, above the door line. Eighteen sets of louvers stretch from that opening back toward the cab, grouped into six sets of three banks. The eight doors providing access to the engine and generator stop about a foot above the walkway. Directly behind the radiators are two doors that reach all the way to the walkway and are fitted nearly their entire length with louvers to provide air to the engine and front traction motor blower. The two doors above the air tanks, in front of the battery box, each have a short set of louvers to provide air to the main generator. The side handrail at the front step is a bizarre safety hazard waiting to impale someone – a piece of steel pipe that simply sticks straight up and ends abruptly about a foot above the walkway! Only Santa Fe 2203 and Missouri Pacific 9103, both 1939-built VO1000’s, share this arrangement, and Baldwin 299 is quickly modified in service as the Baldwin plant switcher.
  • Phase Ib – Lot A, First Block – January to March, 1940 – after the first unit, all VO660’s had production VO engines with the wider 12-3/4 inch bore and maximum speed of 625 rpm. Hood doors extended all the way to the walkway instead of ending a foot above it. The banks of louvers above the door line are different than Baldwin 299, and there is no screened rectangular opening behind the radiator. The screened opening behind the radiator, above the first door, has been replaced with a pair of louver sets, followed by fifteen sets grouped into banks of three. The side handrail on the front steps now loops safely back toward the cab and attaches to the top of the walkway, with no additional stanchions. Customers have the option of choosing either General Steel Casting (“AAR”) trucks or Baldwin (“Batz”) trucks.
  • Phase IIa – Lot A, Second Block – May, 1940 – a significantly smaller grill now allows the headlight to be lower and recessed into the front of the hood. The louvers above the door line are now grouped differently: 2-1-2-2-3-1, instead of uniform groups of three. The same Westinghouse 362B traction motor used on the VO1000 is now used on the VO660. General Steel Castings (“AAR”) trucks become standard.
  • Phase IIb – Lot A, Second Block – June to October, 1940 – the familiar glass number board is added to the side of the hood, immediately behind the radiator, with two sets of louvers below it. There are no longer two sets of louvers to allow air to the main generator.
  • Phase IIIa – Lot B – February to March, 1941 – the cab, carbody and cooling system are completely redesigned. The radiator is moved to the front of the unit, with the oil cooler behind it, and both are spring cushioned. This new location adds another ten inches to the length of the locomotive. A pneumatic thermostat controls shutters in front of the radiator to regulate engine temperature. A belt-driven fan is located behind the radiator and oil cooler. Heated air is exhausted through a large grill on the roof, directly behind the radiator expansion tank, which is flush with the roof. A notchless mechanical throttle has replaced the original notched electro-pneumatic throttle and Woodward governor. The headlight has once again moved to the top of the hood, and a stylish cone tapers back from the back of the headlight to the top of the hood. The cab is lowered by six inches to bring the overall height down to 14 feet, eliminating clearance restrictions. Sand filler lids have moved to the side of the unit, behind the radiator fan. Engine air enters now through a large grill above the door line instead of through louvers in the first two hood doors. The glass side number board remains, with two sets of louvers under it. The number of banks of louvers above the door line has been significantly reduced and, front to back, are in a 1-2-2-3-1 pattern. Air for the front traction motor blower is supplied through a pair of louver banks on the first two doors on both sides of the hood. On the fireman’s side only, there is another pair of louver banks above the air tank to cool the main generator. There is a grab iron ladder on the engineer’s side next to the radiator. The side handrail at the front step now loops inward toward the center line of the locomotive, instead of back towards the cab.
  • Phase IIIb – Lot B to C – April to October, 1941 – a single tall door is added both sides of the hood to access the radiator.
  • Phase IIIc – Lot D – November to December, 1942 – the engine air intake above the hood doors eliminated. This design was frozen by the War Production Board on April 4, 1942, and new 600 horsepower locomotive production is prohibited in favor of 1000 horsepower units.
  • Phase IIId – Lot E to D – December to May, 1942 – the side handrail on the front step once again loops back toward the cab and attaches to the top of the walkway, with a single off-center stanchion.
  • Phase IVa – Lot F – December, 1944 to May, 1945 – with the easing of War Production Board restrictions, VO660 production resumed in late 1944 with US Navy 15. The VO1000 line had continued to evolve, and this phase incorporated those changes already made to that time. Air throttles had replaced mechanical throttles. Instead of varying the radiator fan speed through a thermostatically controlled air clutch, that fan now ran at a constant speed and the inlet and outlet radiator shutters were now thermostatically controlled. The radiator expansion tank was expanded by 100 gallons, making it stick up six inches above the hood, resulting in the “shoulders” behind the headlight. The electrical system was upgraded with a Westinghouse 480B main generator and 362D traction motors. To eliminate excessive heat around the main generator, the single exhaust stack in front of the cab was replaced by two stacks above the exhaust manifold. Westinghouse schedule 6DS air brakes replaced the 14EL system on previous units, and they were now mounted on a pedestal, eliminating exposed brake piping in the cab. Curved trim on cab, battery box, and side sill are eliminated.
  • Phase IVb – February to May, 1945 – the glass numberboard is moved down slightly, with two sets of louvers now above it, not below.
  • Phase IVc – June, 1945 to June, 1946 – a new engine bed is introduced to eliminate crankshaft alignment problems. It is now long enough to hold both the engine and main generator, and floats on Fabrica pads and is secured with spring-loaded hold-down bolts. This insulates both the engine and main generator from shock. Previously, only the engine was supported by the engine bed. Four exhaust stacks are used to eliminate manifold cracks caused by the use of two stacks.

Note

* Westinghouse 10 was pieced together from spare materials. A frame was left over from an abandoned project, and a diesel engine was used that was not up to standard. It had Baldwin (“Batz”) trucks that were surplus when they were substituted for General Steel Castings (“AAR”) trucks in 1940 on the VO1000 demonstrator that became Spokane Portland & Seattle 30. It used Westinghouse electrical components rejected earlier.

Customer options

  • Central of Georgia 5 – was the only oval-grille VO660 to ride on Batz trucks
  • Southern Pacific 1021-1022 – were equipped with transition that was later disabled as unnecessary.

Builder List

YearMonthRailroadLotBldr NoPhaseQty
Total137
1939DecemberBaldwin 299A62299Ia1
1940JanuaryBaldwin 335
- Standard Steel Works 12
A62335Ib1
1940FebruaryBaldwin 337
- Central of Georgia 5
A62337Ib1
1940MarchBaldwin 336
- Elgin Joliet & Eastern 270
A62336Ib1
1940MayNorthern Pacific 128A62392IIa1
1940MayMilwaukee Road 1635A62393IIa1
1940JuneMinneapolis Northfield & Southern 600A62394IIa1
1940JulyTerminal Railroad Association of St Louis 531-532A62395-62396IIb2
1940SeptemberMissouri Pacific 9009-9010A62397-62398IIb2
1940SeptemberReading 61A62399IIb1
1940OctoberReading 62-63A62400-62401IIb2
1941FebruarySeaboard Air Line 1202B62490IIIa1
1941MarchElgin Joliet & Eastern 271-272B62488-62489IIIa2
1941AprilAmerican Steel & Wire 1B62491IIIb1
1941AprilSouthern Pacific 1021-1022B62492-62493IIIb2
1941MayNew York Central 501B62494IIIb1
1941MayIowa Ordnance Depot 2-100B62495IIIb1
1941JuneDenver & Rio Grande Western 66B62496IIIb1
1941JuneMissouri Pacific 9206B62498IIIb1
1941JulyWabash 200B62497IIIb1
1941JulyUpper Merion & Plymouth 51B62499IIIb1
1941JulyMissouri Pacific 9012B62500IIIb1
1941JulyDenver & Rio Grande Western 67-68B62501-62502IIIb2
1941AugustDenver & Rio Grande Western 69-72C64183-64186IIIb4
1941AugustDenver & Rio Grande Western 74C64188IIIb1
1941AugustBethlehem Steel
- Patapsco & Back Rivers 63
C64189IIIb1
1941SeptemberDenver & Rio Grande Western 73C64187IIIb1
1941SeptemberReading 64C64190IIIb1
1941SeptemberReading 65-66C64192-64193IIIb2
1941OctoberWestern Maryland 1201C64191IIIb1
1941OctoberReading 67C64194IIIb1
1941OctoberSouthern DS 2005C64195IIIb1
1941OctoberNew Orleans Public Belt 41C64196IIIb1
1941NovemberNashville Chattanooga & St Louis 40C64197IIIc1
1941NovemberLouisville & Nashville 20D64230IIIc1
1941DecemberLouisville & Nashville 21-23D64231-64233IIIc1
1942JanuaryNew York Central 502D64234IIId1
1942JanuaryCentral Railroad of New Jersey 1040-1043D64235-64238IIId4
1942FebruaryTerminal Railroad Association of St Louis 533D64239IIId1
1942FebruaryUpper Merion & Plymouth 52D64243IIId1
1942MarchTerminal Railroad Association of St Louis 534D64240IIId1
1942MarchNew Orleans Public Belt 42-43D64241-64242IIId2
1942MarchAkron & Babberton Belt 25D64244IIId1
1942MarchPennsylvania Railroad 5907D64247IIId1
1942AprilNorthern Pacific 129-130D64245-64246IIId2
1942AprilMissouri Pacific
- Union Terminal 9090-9091
D64248-64249IIId2
1942AprilBasic Magnesium 101D64250IIId1
1942AprilBethlehem Steel
- Petapsco & Back Rivers 64-65
D64251-64252IIId2
1942MaySt Louis San Francisco 600-601D64253-64254IIId2
1942JuneWestinghouse 1064757IIId1
1942JulyAmerican Steel & Wire 23-1E64387IIId1
1942JulyWestern Maryland 103-104E64388-64389IIId2
1942JulyReading 68-69E64390-64391IIId2
1942AugustChicago & Eastern Illinois 110E64392IIId1
1942SeptemberPennsylvania Railroad 5908E64393IIId1
1942SeptemberMinneapolis Northfield & Southern 1E64394IIId1
1942SeptemberPennsylvania Railroad 5909E64395IIId1
1942SeptemberReading 70E64399IIId1
1942SeptemberWestern Maryland 105E64400IIId1
1942SeptemberPennsylvania Railroad 5932-5934E64401-64403IIId3
1942OctoberNew York Central 752E64396IIId1
1942OctoberPennsylvania 5935-5937E64404-64406IIId3
1942NovemberNew York Central 753-754E64398IIId1
1944DecemberUS Navy 15-16F70324-70325IVa2
1944DecemberUS Navy 18F70326IVa1
1945JanuaryNew York Central 755-761F70327-70333IVa7
1945FebruaryYoungstown Sheet & Tube 600G71759IVb1
1945MarchYoungstown Sheet & Tube 601G71760IVb1
1945AprilUS Navy 10-11G72002-72003IVb2
1945AprilYoungstown Sheet & Tube 602-603H71512-71513IVb2
1945AprilChicago & North Western 1237-1238H71514-71515IVb2
1945MayUS Navy 31H72004IVb1
1945MayChicago & North Western 1239H71516IVb1
1945MayYoungstown Sheet & Tube 604-605H71517-71518IVb2
1945JuneChicago & North Western 1240-1242H71519-71521IVc3
1945JuneChicago & North Western 1243-1245I71569-71571IVc3
1945JuneChicago & North Western
- CStPM&O 58-59
I71572-71573IVc2
1945JuneChicago & North Western
- CStPM&O 68
I71574IVc1
1945AugustChicago & North Western 1246I71575IVc1
1945AugustYoungstown Sheet & Tube 606I71576IVc1
1945SeptemberYoungstown Sheet & Tube 607I71577IVc1
1945OctoberLong Island 403I71578IVc1
1945OctoberAmerican Smelting & Refining 1951J72814IVc1
1945OctoberPennsylvania Railroad 5941-5942J72821-72822IVc2
1945OctoberWyandotte Terminal 101J72823IVc1
1945NovemberAmerican Smelting & Refining 1950J72813IVc1
1945NovemberAmerican Smelting & Refining 1952-1953J72815-72816IVc1
1945NovemberWarner 11J72817IVc1
1945NovemberPickens Railroad 2J72824IVc1
1945NovemberWyandotte Terminal 102-103J72825IVc2
1945NovemberPennsylvania Railroad 5943J72827IVc1
1945DecemberProctor & Gamble 125J72819IVc1
1946JanuaryAmerican Steel & Wire 11K72820IVc1
1946JanuaryLaSalle & Bureau County 6K72828IVc1
1946MayKansas City Southern 1150K72829IVc1
1946JuneCompania Azucarera Elia 45
- Francisco Sugar Co
K72818IVc1

Technical specifications

 Phase IaPhase IbPhase IIPhase IIIPhase IV
Prime MoverDe La Vergne
Non-turbocharged
6 cylinder
De La Vergne
Non-turbocharged
6 cylinder
De La Vergne
Non-turbocharged
6 cylinder
De La Vergne
Non-turbocharged
6 cylinder
De La Vergne
Non-turbocharged
6 cylinder
Bore/Stroke12 1/2" x 15 1/2"12 3/4" x 15 1/2"12 3/4" x 15 1/2"12 3/4" x 15 1/2"12 3/4" x 15 1/2"
Horsepower660 hp @ 600 rpm660 hp @ 625 rpm660 hp @ 625 rpm660 hp @ 625 rpm660 hp @ 625 rpm
Main GeneratorWestinghouse 485H2Westinghouse 485H2Westinghouse 485H2Westinghouse 485H2Westinghouse 480B
Auxiliary GeneratorWestinghouse YG30CWestinghouse YG30CWestinghouse YG30CWestinghouse YG30CWestinghouse YG30C
Traction Motors4 Westinghouse 3624 Westinghouse 3624 Westinghouse 362B4 Westinghouse 362B4 Westinghouse 362D
Electrical Control System125 volt125 volt125 volt
Cooling System2 side mounted external radiators2 side mounted external radiators2 side mounted external radiators1 front mounted internal radiator1 front mounted internal radiator
Length (inside coupler faces)46' 0"46' 0"46' 0"

Reference

  • John F. Kirkland, The Diesel Builders, Volume Three: Baldwin Locomotive Works, Interurban Press, 1994, pgs 36-67
  • Gary W. Dozall and Stephen F. Dozall, Diesels From Eddystone: The Story of Baldwin Diesel Locomotives, Kalmbach Books, 1984, pgs 26-36
  • Trainweb – Baldwin VO660 phases and roster