I remember reading once that Baldwin locomotives could not be m.u.'ed with other makes of locos. What kind of connection did they use? How is it differant from the others and why would Baldwin do this. It seems to me that this would be a limiting factor in sales of those units.
Thanx
Everyone else but Baldwin used and still uses an Electronic System for Throttle and Dynamic Brakes. Bladwin however went with a Puenmatic system thereefore could only be mated with Balwin products. Kinda made it hard to MU them to others.
That is close but not quite accurate from my reccollections. Many earlly engines up through GP7 may not even have had MU connections. Switchers were the last to get them. E units had them added high on the nose on the PRR. Since the first EMD road engine was the FT and two units EMD was early to MUing. Even then when an F7 was MUed with an F3 the F3 had to lead to prevent overloading the traction motors due to changes. As usual standardization takes time. GE also introduced a connection with 27 notchs instead of 8 (I think) and could not lead some first generation engines. It is a continuouss process and why Baldwin chose pneumatic is probably lost but I would take a guess that with their long steam building history and new and late to diesel building understood pneumatics and tried something they were familiar with.
Early GE diesel units had 16 notches, with 8 engine (prime mover) speeds. There were two levels of generator excitation per engine speed, giving a total of 16 notches. Some of the electrics may have 27 notches, but I think the number comes from the number of contacts on the MU cable.
- Erik
The BLW made their locos with Pneumatic throttles and MU, but they would in some cases install electric systems for customers if they specified it, they did that on a few locos they made for the MKT.
The Bay line in Pannama City, Fl had an Alcoa RS-? on display in a park that has a 19 pin MU connector. Don't know if it is still there?.
When getting involved in the infancy of any industry or technological revolution....each participating manufacturer believes it's unique quirks can be adopted as the industry standard in the future. The market ultimately does winnow out the unique ideas that just don't measure up, thus the Baldwin pneumatic control system didn't make the long term grade for the controls of diesel-electric locomotives.
ndbprr GE also introduced a connection with 27 notchs instead of 8 (I think) and could not lead some first generation engines. It is a continuouss process and why Baldwin chose pneumatic is probably lost but I would take a guess that with their long steam building history and new and late to diesel building understood pneumatics and tried something they were familiar with.
GE also introduced a connection with 27 notchs instead of 8 (I think) and could not lead some first generation engines. It is a continuouss process and why Baldwin chose pneumatic is probably lost but I would take a guess that with their long steam building history and new and late to diesel building understood pneumatics and tried something they were familiar with.
Never too old to have a happy childhood!
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