RF 16 - MagnumMacKivler/RLCPT2 GitHub Wiki
An A-B-A trio of RF-16's on the Monongahela do what they did best: lug a heavy coal train. Of note is lead unit #1216, one of the two preserved by the D&H (and later E&LS).
image credit: Terry Arbogast
By 1950, Baldwin introduced what would be their last production cab unit, in the form of the RF-16. Built as an AS-16 with the special "Sharknose" carbody, the RF-16 sold decently well for its time. Orders came from the Baltimore and Ohio, New York Central, and Pennsylvania Railroad. Of the 160 built, (thanks to some shenanigans involving the Delaware and Hudson) two survive at the Escanaba and Lake Superior railway, hidden away from the public eye.
Westinghouse's 370 traction motors were, at the time, one of the most powerful traction motors being sold. The RF-16 benefited greatly from its obscenely strong motors, finding a niche in the Appalachian mountains hauling long, arduous drag freights. Units past 1953 were offered with GE electrical gear though none were actually sold with it.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | L8-608A |
| Horsepower | 1600 for traction |
| Truck Type | AAR Type B |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 250,000 lbs |
| Maximum Weight | 260,000 lbs |
| Model Base Speed | 65 MPH |
| Top Speed | 65, 70, 80 MPH |
| Electrical System | WESTINGHOUSE |
|---|---|
| Westinghouse 471 | Westinghouse 370 Motors |
| Generator Max Current | 6000 Amps |
| Max Traction Motor (TM) Current | 2000 Amps |
| Max Continuous TM Current | 1050 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% |
| Transition Mode | Automatic, no Selector |
| Transition Groups | 2, 2, 2, 2, 2 |
| Transition Shunts | 1, 0.87, 0.65, 0.53, 0.40 ⚠ |
| Generator Transition | No |
| Traction Control | APR |
| Dynamic Braking (DB) Mode (if used) | Electrically blown |
| DB Max Current | 840 ⚠ |
| DB Max Continuous Current | 750 |
| Blended Braking | No |
| Electrical System | GENERAL ELECTRIC (1) |
|---|---|
| GT-590 Generator | GE-752 Motors |
| Generator Max Current | 5400 Amps ⚠ |
| Max Traction Motor (TM) Current | 1800 Amps |
| Max Continuous TM Current | 1195 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% |
| Transition Mode | Automatic, no selector |
| Transition Groups | 2, 2, 1, 1 |
| Transition Shunts | 1, 0.55, 1, 0.55 |
| Generator Transition | No |
| Traction Control | APR |
| Dynamic Braking (DB) Mode (if used) | Electrically blown |
| DB Max Current | 840 Amps ⚠ |
| DB Max Continuous Current | 700 Amps |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 2 amps/tick (2) |
| TM Overload Protection | No |
| Starter Mode | Latched Primer, Manual Start |
| Air Brake Schedule | 24-RL |
| Compressor CFM | 176 CFM at 625 RPM (3) |
| Main Reservoir Volume | 34 Cubic Feet |
Notes
⚠: Not Verified or Educated Guess
(1) Apparently only the two N&S AS-416s actually got 1600hp-compatible GE electrical gear, despite Baldwin having available 20 complete sets of such electrical rotating equipment. The GT-590 in this application is dissimilar to the GT-590 utilized in the later universals due to vastly different engine output speeds. Use the Westinghouse list for any prototypical build of an RF-16.
(2) Baldwin manuals state that CE-100/D-1 equipped locomotives take "about four seconds for the ammeter to develop a reading". Loading was likely very, very fast once the initial power contactor connection was made and the engine got up to speed. Source: BLH DF-107B manual.
(3) A 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.