Physiotomy of Sharks: An Update

[Alwyn Cutmore]

Hi Frank,
I do believe from the photos in all the reference material I have that the orders shipped in 1949 which included the numbers 9568 to 9593 were shipped with air intake louvres (2nd PRR Class BF15) while the remainder 9700 to 9707 (2nd PRR Class BF15a) were fitted with the panel type air filters the same as the BF16. The problem with the plan is the stylised corners to the louvre area front and rear which makes me question the accuracy of the plan as it may have been taken off a General Arrangement Drawing.



These are three GA Drawings of the BF15, BF15a and BF16. However, apart from some minor changes they all look the same. If these were used to assist with the drawing it would be out of whack.

"Sharknose" units produced (1949–1950)
Baldwin Locomotive Works (demonstrators)   2 A Units   2 B Units   6001A, 6001A1   6001B, 6001B1   to Elgin, Joliet and Eastern Railroad #700A/#701A (A) #700B/#701B (B), then to Baltimore and Ohio Railroad 847, 849 (A) 847X, 849X (B), later 4200–4201 (A), 5200–5201 (B)
Pennsylvania Railroad   34  A Units   34 B Units   9568A–9593A, 9700A–9707A   9568B–9593B, 9700B–9707B   (9700A,B–9707A,B were equipped with Baldwin RF-16 bodies, and are therefore referred to by some as "RF-15s.)"
Totals   36 A Units   36 B Units         

RF16
Baltimore and Ohio Railroad   
19 A Units 12 B Units 851,A–865,A (odd), 867–871 (odd) 851X–861X, 865X, 867X,AX–871X,AX (all odd) Renumbered 4202–4220 (A); 5202–5214 (B) not in order
New York Central Railroad   
18 A Units 8 B Units 3804–3821 3702–3729 Renumbered 1204–1221 (A)
Pennsylvania Railroad   
72 A Units 31 B Units 2000A–2027A, 9594A–9599A, 9708A–9745A 2000B–2026B, 9594B–9598B, 9708B–9598B, 9708B–9714B (all even)
Totals   109 A Units   51 B Units         

The above inserts are from Wikipedia.

Must keep going on other things so will get back when I have more info.

The other major spotting differences I can see between the BF15s and the BF16 is the nose door is shorter on the BF15s which is the same as the BF15 and that is ditto for the numberboards on the nose. The BF15s retained the original boards while the BF16 had larger boards and ditto for the nose door hand grabs as they match the height of the door.

Would like a copy of the plan is you do not mind.

Just bought a copy of the July 1968 RMC and the November 1959 RMC. More info coming to hand as the day goes on.


Regards

Al

[kelticsylk]

I have to make a correction to an earlier statement I made...

"Finally, from "Diesels of Eddystone" this info...
The Elgin, Joliet & Eastern units, the only surviving sharks, were originally Baldwin #6001 a pair of DR-4-4-15 demonstrators, not NYC RF-16 units. This makes the EJ&E units the rarest of the rare."

I missed a paragraph or two..."Diesels of Eddystone" states that the Elgin, Joliet & Eastern units were DR-4-4-15 demonstrators but that there were four of them in a A-B-B-A set, not two. None of these units survived. The EJ&E deferred maintenance on all four, finding them unsuitable to the roads operations. In 1954 the EJ&E leased its sharks to the Duluth, Missabe & Iron Range which found only two of the sharks were still operable. In 1955 the lease ran out and EJ&E sold them to the Baltimore & Ohio. All the other sharks on the B&O roster were the more powerful and relable RF16. Three of units were retired by 1962 (I believe this means "to the scrap heap"). The last of the quartet was traded to EMD in 1963. All of the B&O RF-16's were gone by 1967.

The two surviving sharks are the Escanaba & Lake Superior units mentioned earlier in this thread. According to "Diesles of Eddystone" they are RF-16's originally purchased by the New York Central in 1951. From there they went on a very long and circuitous journey. They were sold to the Monogahela in 1967. The MGA sold the two units to a scrap dealer in Butler, Pennsylvania who traded them to the Delaware & Hudson for the same scrap value in derelict freight cars in 1974. They were refurbished and painted in the D&H "warbonnet" scheme. and put to work. They were put up for sale in 1977 and purchased for $70,000 by Castolite Corporation in Illinois. Castolite leased the sharks to the Michigan Northern where one threw a crankshaft. In 1979 the two units were sent to Electric Services in Minneapolis for repairs. Later that year one shark went to the Escanaba & Lake Superior. Electric services went out of business before the other unit could be repaired. Instead the damaged unit was stored by the Minneapolis, Northfield & Southern. This unit also ended up on the Escanaba & Lake Superior. Both units have been stored on the property since the early 1980's.

In an article in the winter 2012 issue of "Classic Trains" Karl Zimmerman relates the history of the Delaware and Hudson under Carl B. Sterzing. Sterzing is the fellow who rescued the surviving Baldwin sharks from the scrap dealer. There is some interesting information on how the sharks were used (and misused). This article also states that the two Baldwins were put into storage.

There is an oft repeated story about the sharks being locked in a shed because of a railfans theft of one of the units builders plate. I don't know where it comes from or whether it's true. I have read that the owner of the E&LS does collect railroad equipment, including Baldwin locomotives. There is some interesting information on several web sites related by Alex Huff a former VP of operations for the Michigan Central. Rather than repost the thread here (the info has already been reposted many times) I will just provide some links...
http://railroadfan.com/phpbb/viewtopic.php?f=16&p=168281

Ignore the scale models, the reposted story is about half way down the page.

The repost mentions the story was posted on "The Baldwin Diesel Zone" website. I'm still looking for it at that location.
http://baldwindiesels.railfan.net/contents.html


That's about it...I shut up now 

Regards,
Frank Musick