VO1000 - MagnumMacKivler/RLCPT2 GitHub Wiki
A UP VO-1000 brand-spanking-new at Eddystone, showing off for the camera. World War 2 would end three months after this image was taken. Photo credit Craig Garver
Yes, this is also a VO-1000. Spokane, Portland and Seattle 31 represents one of the earliest orders from 1939, which has a different frame, different radiator, different cab, and different hood setup than the later models. Baldwin really did upgrade the VO-1000! Photo credit Craig Garver
The VO-1000 was Baldwin's first production diesel locomotive. Rushed out the door to meet the WPB's demand of "a switcher diesel", the VO-1000 was considered to be a stop-gap more than anything; it was designed to be built cheaply. Equipped with Westinghouse electrical gear and traction motors, a massive cast frame, and period-appropriate art deco styling, Baldwin produced a powerful, reliable frame on which all future Baldwin switchers would be based on.
What was not as popular as the rugged frame was the engine. De La Vergne's 60 engine (known as the VO) was expensive to produce due to large machined surfaces and the physical size of the unit, difficult to cast major parts for due to an experimental combustion chamber (among other elements), and forced to retain known design flaws due to the WPB design freeze; many railroad's experiences with the VO engine would permanently sour their opinions of Baldwin diesel locomotives. Nevertheless, Baldwin produced a respectable 548 of the model, no doubt helped by the WPB forcing roads to buy the model. The VO-1000 would go on to be Baldwin's best-selling locomotive, for better or for worse.
Due to the VO-1000's ubiquity, modifications arose from everywhere, including repowers and rebuilds. Baldwin provided rebuild kits for the VO engine to equip it with a 600 series head, which was a popular modification. Many roads also repowered their equipment with EMD prime movers, either through their own shops or through EMD programs.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | L8-VO (1) |
| Horsepower | ~875 for traction ⚠ |
| Truck Type | AAR Type A (2) |
| Stand | D-1 (3) |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 236,260 lbs |
| Maximum Weight | 242,200 lbs |
| Model Base Speed | 45 MPH |
| Top Speed | 45 MPH |
| Electrical System | WESTINGHOUSE |
|---|---|
| Various WEMCO models 486H thru 480 | Westinghouse 362 Motors |
| Generator Max Current | 4000 Amps |
| Max Traction Motor (TM) Current | 2000 Amps |
| Max Continuous TM Current | 1040 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% |
| Transition Mode | Automatic, no Selector |
| Transition Groups | 2, 2, 2 (4) |
| Transition Shunts | 1, 0.52, 0.38 (4) |
| Generator Transition | No |
| Traction Control | APR (Air throttle only?) |
| Dynamic Braking (DB) Mode (if used) | Not equipped |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 10 amps/tick (5) |
| TM Overload Protection | No |
| Starter Mode | Latched Primer, Manual Start |
| Air Brake Schedule | 14EL |
| Compressor CFM | 176 CFM at 625 RPM (6) |
| Main Reservoir Volume | 34 Cubic Feet |
Notes
⚠: Not Verified or Educated Guess
(1): Repowers could get practically anything that was available at the time. The most common was the 12-567C, however ALCO repowers were possible. As long as the engine did not make over 1200 HP (the horsepower limit for all four 362's), it was fair game. 8-VO engines with 600 heads probably affected performance, although I cannot confirm any concrete values for this. (laz note: the engine's for-traction rating would likely not be uprated and remain at 1000 brake, ~850 for traction)
(2): The first VO's were built with the Batz truck, a truck designed owned by ATSF designed for front trucks on steam locomotives. Locomotives equipped with this truck would have the same ratings as Type B equipped models.
(3): The D-1 in the VO and early DS-4-4 types is identical functionally to all other D-1 throttles, but in a different body. Initial production units had the XM281, an electropnuematic throttle with only seven notches. Production switched to a mechanical throttle we have yet to find a name for in March 1941 (Yes, this is as horrible as you think it is.) and finally switched to the common D-1 style stand in early December of 1942. Rebuilds would presumably get whatever the factory stock stand is for that builder (EMD composites for EMD rebuilds, KC92's for ALCO products, etc.)
(4): As produced all VOs were permanently wired in series-parallel, for two groups of two motors. SP obtained five VO-1000s with transition due to a lack of understanding of the WEMCO electrical design; consequently this setup produced no practical improvement in performance at switcher speeds, imposed unnecessary complexity and was thus disabled almost immediately after delivery. This would more than likely make them similar to the only other WEMCO-equipped units to get transition and grant a transition series of 2, 2, 2, 1 and a shunt series of 1, 0.52, 0.38, 1.
(5): This is a completely arbitrary number, but VO's load unbelievably fast. Like, crazy fast. "Knock you off your feet if you arent prepared for it" fast.
(6): BLW standard air compressor options were as follows: 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. Ratings are at 625 RPM.