DR 6 4 1500 - MagnumMacKivler/RLCPT2 GitHub Wiki
Seaboard kept the 600 series prime movers for the full life of their units, despite a rebuild midway through allowing for front MU. NYC repowered their units with 16-567Cs in the early 50s.
The DR-6-4-1500 (internally classed as DR-6-4-1500/1 SC) was a very low production run passenger/"combination" locomotive. Equipped with a single 608SC engine, total production was nine units to two railroads, comprised of seven A units and two B units. Production started in 1947 and bled over into early 1948.
Baldwin had figured that, rightfully, some railroads would find the Centipede's comically huge nature to be a bit much for commuter service - ergo a single engine, "light" passenger locomotive was conceived in 1946 as an economy option. Two railroads bit, NYC and SAL. NYC used theirs in both freight and passenger service, ordered and classed as "DCA-2"/"DCB-2" for Diesel, Combination in two A-B-A sets; SAL received three A units and mostly stuck to PAX service with theirs. While there are some differences between the two orders, (SAL ordered a fixed pilot vs. NYC's habitual swing pilot) they are mechanically identical in terms of layout and capabilities. All were retired and scrapped by the end of the 60s.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | L8-608SC (1) |
| Horsepower | ~1375 for traction (1) |
| Truck Type | Commonwealth Straight-Equalized Long A1A (2) |
| Stand | CE-100 (3) |
| Axles | 6 |
| Traction Motors | 4 |
| Minimum Weight | 326,000 lbs |
| Maximum Weight | 340,000 lbs (4) |
| Model Base Speed | 65 MPH |
| Top Speed | (5) |
| Electrical System | WESTINGHOUSE |
|---|---|
| Westinghouse 471A (NYC) OR 480D (SAL) | Westinghouse 370F Motors |
| Generator Max Current | 4000 Amps |
| Max Traction Motor (TM) Current | 2000 Amps |
| Max Continuous TM Current | 900 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% |
| Transition Mode | Automatic, no Selector |
| Transition Groups | 2, 2, 2 |
| Transition Shunts | 1, 0.70, .40 ⚠ |
| Generator Transition | No |
| Traction Control | APR |
| Dynamic Braking (DB) Mode (if used) | Not equipped |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | haha, no |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 2 amps/tick |
| TM Overload Protection | No |
| Starter Mode | Latched Primer, Manual Start |
| Air Brake Schedule | 24RL |
| Compressor CFM | 176 CFM at 625 RPM (6) |
| Main Reservoir Volume | 34 Cubic Feet |
Notes
(1) - 608SC's were rated in brake horsepower through 1949 to early 1950. All NYC models would have received the 1500 brake/1375 traction variant. The 16-567C that NYC swapped theirs with was rated at 1500hp for traction. Source: DE-100, the NYC Locomotive Roster book 1957, and production rosters from the Baldwin Diesel Zone.
Are you having fun yet? No? Time for more baldwinisms.
(2) - NYC retrucked theirs along with the repower in '52-'53. Given the trucks they rode on were geared for 65mph at most in any other capacity, the high speed experience was presumably very exotic. They received trucks identical to those on the Alco PA, but with Westinghouse 370 motors and 42" wheels along with an EMD engine, control system and electrical MU capabilities. This resulted in a shorter fuel tank, rearranged air tanks and obvious EMD stacks poking out the top (included in the in-game model) and far better ride quality. This truck is identical to that featured under all other BLW A1A passenger units. Source: Photos and the NYC Locomotive Roster book, 1957.
(3) Stands as delivered were CE-100 controllers with DSE-24-H brake columns. The B units were equipped with D-1 Controlair and an SA-2 brake valve for hostling use only. NYC repowers presumably featured an EMD Composite stand, assuming I'm reading the NYC roster chart correctly. Sourced from the SAL manual and the DF-102 manual.
(4) Weight varied between A and B units and between railroads. SAL's A units were the lightest of the three types at 326,500lbs. NYC's A were middling, at 334,600 with the NYC B's (presumably due to the comically massive steam generator) being the heaviest at 340,500.
(5) NYC units were geared for a 100mph theoretical top speed. SAL's three were geared for a far more sane 65mph. You could realistically get these things geared for whatever you wanted;
(6) I'm assuming that the standard BLW compression options were available: WAB Co. 6-CD was available that made 385 CFM, a Gardner Denver WXG-9100 that made 352 CFM or a Gardner Denver WBH-9004 water-cooled that made 325 CFM. All ratings at 625 RPM. Pick one if 176 is too tiny for ya.
Below: Old text before I made this a proper chart. It features snippets I figured important from his FB posts on these units as well as personal emails with him. He has more manuals than me and until such a time I can locate a DP-107 manual or, God willing, a locomotive maintenance manual I'm gonna rely on his word.
i also referred to the Gary Dolzall Baldwin book for further information confirmation
laz: im dumping some FB text here because this is an Active Model project. its the passenger babyface.
Frontispiece photo, partial diagram, cover and title page of Baldwin manual DP-107, issued 12/30/47 to cover the New York Central’s two DCA-2 class locomotives. Each of these sets (one delivered late 1947, the other early 1948) was a three unit 4500 horsepower dual service locomotive geared for a top speed of 100 MPH. Each unit had a steam generator, but that in the center or “B” unit was much larger than the other two and was located on the end opposite the radiators. Each A-B-A set weighed roughly 1,012,000 lbs. in working order, and was 181 feet 6 inches over couplers. These units did not have dynamic braking, but the slightly newer Baldwin freight units of class DFA-4 (which were B-B instead of A1A-A1A) did have that option (and had no steam generators.) Another difference was that the ammeters of the DCA units indicated generator current (continuous 1800A) while those in the freighters indicated traction motor current (continuous 900A). On the freight units the dynamic brake limit (ammeter) was 750A.
Interesting is the fact that while NYC purchased the DCA-2 class locomotives for dual service, Baldwin issued a manual for them numbered among its series for passenger locomotives (DP prefix.)
from the emails themselves: The units in question were permanently wired in series-parallel, with two steps of field shunt at 32 and 48 mph.
It is important to note that these were soft start units, and only after the throttle lever was moved 40 to 45 degrees would engine speed increase from idle. Before engine speed pick up all power change was by air action on the carbonstat.
Max current was 1800A generator, 900A traction motor.
Hope this helps!
The NYC 3200’s (A1A trucks) were built with the ammeters reading generator current; the NYC 3400’s (B-B) were built with ammeters reading traction motor current.
On the 3200’s, 22:57 gears and 42” wheels were fitted. This would have given a theoretical top speed of 100 MPH. I don’t have a quote for a minimum continuous speed for these but it probably would have been around 20 MPH.
The 3400’s had 63:15 gears, top speed 65 MPH, min continuous speed 10.5 MPH and had dynamic brakes. The dynamic brake limit was 750 Amps.
On performance, it’s important to remember that these units were advertised as 1500 HP because that was the brake horsepower of the engine. This is NOT a horsepower for traction rating. Baldwin corrected this competitive deficiency later in 1500 HP rated units by cranking BHP up to 1625. When such units as the RF-16 came out advertised 1600 HP for traction, the engine BHP was actually 1750.
That said, the “babyface” B-B freight units were still competitive enough at 42,800 lbs continuous effort at 10.5 MPH.
~1375 is about what you'd expect for horsepower for traction on these units! baldwin didnt up the ratings until later, in 1948ish.