Baldwin 60000

Baldwin 60000

Baldwin 60000 in the Franklin Institute

Type and origin Power type Steam Builder Baldwin Locomotive Works Serial number 60000 Model 16-3-48/48-1/4-F Build date 1926

Specifications Configuration 4-10-2 UIC class 2′E1′ hv3 Gauge 4 ft 8 1⁄2 in (1,435 mm) standard gauge Leading dia. 33 in (838 mm) Driver dia. 63.5 in (1,613 mm) Trailing dia. 45.5 in (1,156 mm) Adhesive weight 338,400 lb (153,500 kg) Loco weight 457,500 lb (207,500 kg) Total weight 700,900 lb (317,900 kg) Fuel type Coal (Briefly converted to oil) Fuel capacity 32,000 lb (15,000 kg; 15 t) Water cap 12,000 US gallons (45,000 l; 10,000 imp gal) Firebox:  • Firegrate area 82.5 sq ft (7.66 m2) Boiler pressure 350 psi (2.41 MPa) Heating surface:  • Tubes and flues 5,192 sq ft (482.4 m2)  • Firebox 745 sq ft (69.2 m2) Superheater: ​  • Heating area 1,357 sq ft (126.1 m2) Cylinders Center: 1 HP Outside: 2 LP High-pressure cylinder 27 in × 32 in (686 mm × 813 mm) Low-pressure cylinder 27 in × 32 in (686 mm × 813 mm) Valve type 14 in (356 mm) piston valves

Performance figures Maximum speed 70 mph (110 km/h) Power output 4,515 hp (3.37 MW) Tractive effort 82,500 lbf (367.0 kN)

Career Operators Baldwin Locomotive Works Nicknames Baldwin Boomer Retired Stored: 1928, Sold: 1933 Current owner Franklin Institute Science Museum Disposition Display - moves back and forth 15 feet (4.6 m) on a short track powered by hydraulics

Baldwin 60000 is an experimental steam locomotive built by the Baldwin Locomotive Works in Eddystone, Pennsylvania in 1926, during the height of the railroading industry. It received its number for being the 60,000th locomotive built by Baldwin.

It was designed to be the best locomotive that Baldwin ever made. It boasts three cylinders, weighed about 350 short tons (318 t; 313 long tons), including tender, and can pull a load of up to 7,000 short tons (6,400 t; 6,200 long tons). Its top speed is 70 mph (110 km/h).

60000 was very innovative, carrying unusual technology, including a water-tube firebox. This was intended to improve efficiency but the tubes tended to burst inside the firebox. It is also a compound, expanding the steam once in the inside cylinder and then again in the two outside cylinders. Although compounding increased efficiency, it was an extra complication that the US railroads had mostly rejected by the middle twenties. Also, the weight and length of the engine was too much for all but the heaviest and straightest track.

This locomotive was experimental and was meant to be the model for future development. However, its demonstration runs never persuaded railroads to purchase more and in 1933, it was purchased by the Franklin Institute Science Museum for $1 and remains there today.

After a series brief test runs following construction, the 60000 was sent to the Pennsylvania Railroad's Altoona Test Plant in Altoona, Pennsylvania. Placed on rollers without its tender, the 60000 was run stationary during several tests to determine such factors as performance and maximum drawbar horsepower. Following tests at the Altoona Test Plant, the Pennsylvania Railroad placed the engine in freight service between Enola Yard near Harrisburg and Morrisville Yard via the Trenton Cutoff. During testing on the PRR, 60000 pulled a maximum of 7,700 tons.

Following testing on the PRR, the 60000 was sent for additional testing on the Baltimore and Ohio Railroad. Between November and December 1926, the 60000 was tested on the Cumberland Division between Brunswick and Keyser, Maryland, the Connellsville Division between Cumberland, MD and Connellsville, PA, and the Pittsburgh Division which included the Sand Patch and Seventeen-Mile grades.