American Flyer postwar Baldwin switchers

Founded in l830, the Philadelphia-based Baldwin Locomotive Works grew into the world’s largest steam locomotive builder. Baldwin locomotives ruled the rails of countries large and small in North and South America, Europe, and Asia. 

Baldwin’s legendary boss, Samuel Valcain, was intrigued with the diesel by l920, and BLW produced its first demonstrator in l925. In the late 1930s, Baldwin followed Alco and EMC into the diesel switcher market. 

During WWII, the War Production Board limited BLW to diesel switcher production. At war’s end, Baldwin struggled to become builders of diesels, with EMD getting the lion’s share of the business. Still, it was a buyer’s market, and Baldwin soon presented its postwar DS-4-4-6 and DS-4-4-10, containing an improved prime mover. The 660 model was upgraded to 750 hp (-7.5) in l949. 

In l950, Baldwin announced its S8 and S12 switcher lines. Both units were externally similar to previous pre- and postwar models. Concurrently, in l950 Baldwin joined forces with Lima-Hamilton (BLH), the merged remainder of its steam locomotive rival. 

With management turmoil, and continuously declining sales, BLH left the locomotive industry in l956. For the next 40 years, BLW/BLH switchers chuffed along on short lines, logging roads, and industrial spurs, maintained by a loyal cadre of mechanics and rebuilders/parts suppliers. A few continue today. 

American Flyer model versions

Just as BLH was producing its last locomotives, Gilbert decided American Flyer needed a low-end switcher to compete with the Lionel NW2. With one Alco and one EMD diesel already in the line, they decided to model the Baldwin S8 switcher.

Because of the price point and size of the new Gilbert-designed motor, modifications had to be made to the model. The frame is prototype length, but the cab had to be lengthened by nearly 50% so the motor would fit inside. The difference was removed from the hood. The trucks were made oversized to accommodate the worm gears; the wheels are similarly too large. This makes the Baldwin switcher ride about 2 scale feet higher than the prototype, the primary reason the model seems misproportioned.

Gilbert still wanted a believable product, so the number and location of hood doors, exhaust stacks, horn, and front radiator grill closely match both the S8 and the prior DS-4-4-6 (and DS-4-4-7.5). Interestingly, the cast-on hood handrails match the DS-4-4-6 design rather than the S8. 

The most unusual prototype detail American Flyer included was the 2” radiator fill nipple and cap located behind the headlamp casing. Commonly assumed to be a casting sprue, it is a trivial, but interesting comment on how aware Gilbert was of scale details in l956.

Gilbert sold the Baldwin in Chicago North Western; Seaboard; Minneapolis & St. Louis; and Texas & Pacific paint schemes between l956 and l960. Gilbert produced twin unit Seaboard sets in l958. (Of the roads listed, only CNW and Seaboard actually owned BLW switchers.)

In the marketplace of Marx and Lionel, it was an acceptable model. At $18.00 in l956 (about $215 in today’s dollars), who could complain? For lots of kids like myself, it was the living room’s first diesel. 

Note: Most prototype data came from The Diesel Builders, Vol. #3; Baldwin Locomotives Works by John Kirkland (Interurban Press #116, l993). Other information came from Guide to North American Diesel Locomotives by Jeff Wilson (Firecrown Media, 2017).