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1423_28 | LGBT and Christianity
LGBT history |
1424_0 | This is a list of the mammal species recorded in the Philippines.
There are 210 native mammal species in the Philippines (excluding those of the order Cetacea, being whales, dolphins, and porpoises) of which around six are critically endangered, around thirteen are endangered, around thirty are vulnerable, and around two are near threatened. One former species, Acerodon lucifer, is extinct, but is now highly regarded as part of the species Acerodon jubatus today, thus, the species still thrives in the archipelago, but is extirpated on the island of Panay.
Seven species in the country have been introduced for agriculture, transportation, companionship, and tourism, amongst other reasons. Three species (introduced accidentally through ships) are worldwide pests: the black and brown rats, and the house mouse. |
1424_1 | The taxonomy and naming of the individual species is based on 1) The Synopsis of Philippine Mammals by the Smithsonian Institution; 2) recent articles on species discovery in the country; 3) domesticated profiles; and 4) those used in existing Wikipedia articles as of May 21, 2007 and supplemented by the common names and taxonomy from the IUCN, the Smithsonian Institution, or the University of Michigan where no Wikipedia article was available.
The following tags are used to highlight each species' conservation status as assessed by the International Union for Conservation of Nature:
Some species were assessed using an earlier set of criteria. Species assessed using this system have the following instead of near threatened and least concern categories:
Order: Sirenia (manatees and dugongs) |
1424_2 | Sirenia is an order of fully aquatic, herbivorous mammals that inhabit rivers, estuaries, coastal marine waters, swamps, and marine wetlands. All four species are endangered. One species occur in the Philippines.
Family: Dugongidae
Genus: Dugong
Dugong, D. dugon
Order: Scandentia (treeshrews)
The treeshrews are small mammals native to the tropical forests of Southeast Asia. Although called treeshrews, they are not true shrews and are not all arboreal. Three species occur in the Philippines, though the Calamian treeshrew is not yet fully considered by the IUCN as a full separate species because assessment is not yet done at present to confirm the movement as of 2013.
Family: Tupaiidae (tree shrews)
Genus: Tupaia
Calamian treeshrew, Tupaia moellendorffi
Palawan treeshrew, Tupaia palawanensis
Mindanao treeshrew, Tupaia everetti |
1424_3 | Order: Dermoptera (colugos)
The two species of colugos make up the order Dermoptera. They are arboreal gliding mammals found in Southeast Asia. Only one species occurs in the Philippines, and is endemic to the Mindanao Faunal Region.
Family: Cynocephalidae (flying lemurs)
Genus: Cynocephalus
Philippine flying lemur, C. volans
Order: Primates
The order Primates contains humans and their closest relatives: lemurs, lorisoids, monkeys, and apes. Three endemic species occurs in the Philippines. |
1424_4 | Suborder: Strepsirrhini
Infraorder: Lemuriformes
Superfamily: Lorisoidea
Family: Lorisidae (lorises)
Genus: Nycticebus
Philippine slow loris, N. menagensis LC
Suborder: Haplorhini
Infraorder: Tarsiiformes
Superfamily: Tarsioidea
Family: Tarsiidae (tarsiers)
Genus: Carlito
Philippine tarsier, Carlito syrichta DD
Bohol and Leyte-Samar Tarsier
Dinagat and Caraga Tarsier
Minadanao
Infraorder: Simiiformes
Parvorder: Catarrhini
Superfamily: Cercopithecoidea
Family: Cercopithecidae (Old World monkeys)
Genus: Macaca
Crab-eating macaque, Macaca fascicularis LR/nt
Common long-tailed macaque, Macaca fascicularis fascicularis NT
Philippine long-tailed macaque, Macaca fascicularis philippensis NT
Order: Rodentia (rodents) |
1424_5 | Rodents make up the largest order of mammals, with over 40% of mammalian species. They have two incisors in the upper and lower jaw which grow continually and must be kept short by gnawing. Most rodents are small, though the capybara can weigh up to . As of 2014, 86 native species occur in the Philippines, most endemic to the archipelago. There are also three introduced species of rodents in the archipelago:: the house mouse, black rat, and the brown rat, which are considered worldwide pests.
Suborder: Hystricognathi
Family: Hystricidae (Old World porcupines)
Genus: Hystrix
Philippine porcupine, Hystrix pumila LR/lc
Suborder: Sciurognathi
Family: Sciuridae (squirrels)
Subfamily: Sciurinae
Tribe: Pteromyini
Genus: Hylopetes
Palawan flying squirrel, Hylopetes nigripes LR/nt
Genus: Petinomys
Basilan flying squirrel, Petinomys crinitus LR/lc
Mindanao flying squirrel, Petinomys mindanensis LC
Subfamily: Callosciurinae
Genus: Exilisciurus |
1424_6 | Philippine pygmy squirrel, Exilisciurus concinnus LR/lc
Genus: Sundasciurus
Davao squirrel, Sundasciurus davensis LR/lc
Busuanga squirrel, Sundasciurus hoogstraali LR/lc
Northern Palawan tree squirrel, Sundasciurus juvencus EN
Mindanao squirrel, Sundasciurus mindanensis LR/lc
Culion tree squirrel, Sundasciurus moellendorffi LR/nt
Philippine tree squirrel, Sundasciurus philippinensis LR/lc
Palawan montane squirrel, Sundasciurus rabori VU
Samar squirrel, Sundasciurus samarensis VU
Southern Palawan tree squirrel, Sundasciurus steerii LR/nt
Family: Muridae (mice, rats, voles, gerbils, hamsters, etc.)
Subfamily: Murinae
Genus: Abditomys
Luzon broad-toothed rat, Abditomys latidens LR/lc
Genus: Anonymomys
Mindoro rat, Anonymomys mindorensis VU
Genus: Apomys
Luzon Cordillera forest mouse, Apomys abrae LR/lc
Aurora forest mouse, Apomys aurorae
Banahaw forest mouse, Apomys banahao
Mt. Tapulao forest mouse, Apomys brownorum
Camiguin forest mouse, Apomys camiguinensis VU |
1424_7 | Luzon montane forest mouse, Apomys datae LR/lc
Large Mindoro forest mouse, Apomys gracilirostris VU
Mt. Apo forest mouse, Apomys hylocoetes LR/lc
Mindanao montane forest mouse, Apomys insignis LR/lc
Mt. Irid forest mouse, Apomys iridensis
Mindanao lowland forest mouse, Apomys littoralis LR/lc
Lubang forest mouse, Apomys lubangensis
Lowland Banahaw forest mouse, Apomys magnus
Small Luzon forest mouse, Apomys microdon LR/lc
Mingan forest mouse, Apomys minganensis
Least forest mouse, Apomys musculus LR/lc
Long-nosed Luzon forest mouse, Apomys sacobianus VU
Sierra Madre forest mouse, Apomys sierrae
Zambales forest mouse, Apomys zambalensis
Genus: Archboldomys
Cordillera shrew-mouse, Archboldomys kalinga LC
Mt Isarog shrew-mouse, Archboldomys luzonensis EN
Sierra Madre shrew mouse, Archboldomys musseri
Genus: Batomys
Large-toothed hairy-tailed rat, Batomys dentatus DD
Luzon forest rat, Batomys granti LR/lc
Hamiguitan hairy-tailed rat, Batomys hamiguitan DD |
1424_8 | Dinagat hairy-tailed rat, Batomys russatus
Mindanao hairy-tailed rat, Batomys salomonseni LR/lc
Genus: Bullimus
Bagobo rat, Bullimus bagobus LR/lc
Camiguin forest rat, Bullimus gamay
Luzon forest rat, Bullimus luzonicus LR/lc
Genus: Carpomys
Short-footed Luzon tree rat, Carpomys melanurus DD
White-bellied Luzon tree rat, Carpomys phaeurus DD
Genus: Chiropodomys
Palawan pencil-tailed tree mouse, Chiropodomys calamianensis LR/lc
Genus: Chrotomys
Isarog striped shrew-rat, Chrotomys gonzalesi NT
Mindoro striped rat, Chrotomys mindorensis LR/lc
Sibuyan striped shrew rat, Chrotomys sibuyanensis
Blazed Luzon shrew rat, Celaenomys silaceus LR/nt
Luzon striped rat, Chrotomys whiteheadi VU
Genus: Crateromys
Dinagat Island cloud rat, Crateromys australis EN
Panay cloudrunner, Crateromys heaneyi EN
Ilin Island cloudrunner, Crateromys paulus CR
Luzon bushy-tailed cloud rat, Crateromys schadenbergi VU
Genus: Crunomys
Northern Luzon shrew rat, Crunomys fallax DD |
1424_9 | Mindanao shrew rat, Crunomys melanius LR/lc
Katanglad shrew mouse, Crunomys suncoides
Genus: Haeromys
Lesser ranee mouse, Haeromys pusillus VU
Genus: Limnomys
Gray-bellied mountain rat, Limnomys bryophilus LC
Mindanao mountain rat, Limnomys sibuanus LR/lc
Genus: Maxomys
Palawan spiny rat, Maxomys panglima LR/nt
Genus: Mus
House mouse, Mus musculus LC – introduced
Genus: Musseromys
Banahaw tree mouse, Musseromys gulantang DD
Genus: Palawanomys
Palawan soft-furred mountain rat, Palawanomys furvus EN
Genus: Phloeomys
Southern Luzon giant cloud rat, Phloeomys cumingi VU
Northern Luzon giant cloud rat, Phloeomys pallidus LR/nt
Genus: Rattus
Rice-field rat, Rattus argentiventer
Philippine forest rat, Rattus everetti
Polynesian rat, Rattus exulans
Mindoro black rat, Rattus mindorensis VU
Himalayan field rat, Rattus nitidus
Brown rat, R. norvegicus introduced
Black rat, Rattus rattus introduced
Tanezumi rat, Rattus tanezumi LC
Tawi-tawi forest rat, Rattus tawitawiensis VU |
1424_10 | Malayan field rat, Rattus tiomanicus LR/lc
Genus: Rhynchomys
Banahao shrew-rat, Rhynchomys banahao DD
Isarog shrew rat, Rhynchomys isarogensis VU
Mt. Data shrew rat, Rhynchomys soricoides LR/lc
Zambales shrew-rat, Rhynchomys tapulao DD
Genus: Sundamys
Müller's giant Sunda rat, Sundamys muelleri LR/lc
Genus: Tarsomys
Long-footed rat, Tarsomys apoensis LR/lc
Spiny long-footed rat, Tarsomys echinatus VU
Genus: Tryphomys
Luzon short-nosed rat, Tryphomys adustus VU |
1424_11 | Order: Eulipotyphla (shrews and gymnures)
The order Erinaceomorpha contains a single family, Erinaceidae, which comprise the hedgehogs and gymnures. The hedgehogs are easily recognised by their spines while gymnures look more like large rats. The "shrew-forms" are insectivorous mammals. The shrews and solenodons closely resemble mice while the moles are stout-bodied burrowers. Fifteen species occur in the Philippines, most of which are endemic. |
1424_12 | Family: Erinaceidae (hedgehogs)
Subfamily: Galericinae
Genus: Podogymnura
Dinagat moonrat, Podogymnura aureospinula EN
Mindanao moonrat, Podogymnura truei EN
Family: Soricidae (shrews)
Subfamily: Crocidurinae
Genus: Crocidura
Grey shrew, Crocidura attenuata LR/lc
Batak shrew, Crocidura batakorum
Mindanao shrew, Crocidura beatus VU
Mt. Malindang shrew, Crocidura grandis EN
Luzon shrew, Crocidura grayi VU
Mindoro shrew, Crocidura mindorus EN
Negros shrew, Crocidura negrina CR
Sibuyan shrew, Crocidura ninoyi DD
Palawan shrew, Crocidura palawanensis VU
Panay shrew, Crocidura panayensis
Genus: Palawanosorex
Palawan moss shrew, Palawanosorex muscorum
Genus: Suncus
Asian house shrew, Suncus murinus LR/lc
Order: Chiroptera
The bats' most distinguishing feature is that their forelimbs are developed as wings, making them the only mammals capable of flight. Bat species account for about 20% of all mammals. Ninety species occur in the Philippines. |
1424_13 | Family: Pteropodidae (Old World fruit bats)
Subfamily: Pteropodinae
Genus: Acerodon (flying fox)
Giant golden-crowned flying fox, Acerodon jubatus EN
Palawan fruit bat, Acerodon leucotis VU
Genus: Alionycteris
Mindanao pygmy fruit bat, Alionycteris paucidentata VU
Genus: Cynopterus
Lesser short-nosed fruit bat, Cynopterus brachyotis LR/lc
Peters's fruit bat, Cynopterus luzoniensis LC
Genus: Desmalopex
Mottle-winged flying fox, Desmalopex leucopterus
Mindoro pallid flying fox, Desmalopex microleucopterus
Genus: Dobsonia
Philippine bare-backed fruit bat, Dobsonia chapmani CR
Genus: Dyacopterus
Rickart's dyak fruit bat, Dyacopterus rickarti EN
Dayak fruit bat, Dyacopterus spadiceus LR/nt
Genus: Haplonycteris
Philippine pygmy fruit bat, Haplonycteris fischeri VU
Genus: Harpyionycteris
harpy fruit bat, Harpyionycteris whiteheadi LR/lc
Genus: Megaerops
White-collared fruit bat, Megaerops wetmorei LR/lc
Genus: Nyctimene
Philippine tube-nosed fruit bat, Nyctimene rabori EN |
1424_14 | Genus: Otopteropus
Luzon fruit bat, Otopteropus cartilagonodus VU
Genus: Ptenochirus
Greater musky fruit bat, Ptenochirus jagori LR/lc
Lesser musky fruit bat, Ptenochirus minor LR/lc
Genus: Pteropus
Ryukyu flying fox or Ryukyu fruit bat, Pteropus dasymallus NT
Gray flying-fox, Pteropus griseus LR/lc
Small flying-fox, Pteropus hypomelanus LR/lc
White-winged flying fox, Pteropus leucopterus EN
Mearns's flying fox, Pteropus mearnsi DD
Little golden-mantled flying fox, Pteropus pumilus NT
Philippine gray flying fox, Pteropus speciosus DD
Large flying fox, Pteropus vampyrus LR/lc
Genus: Styloctenium (striped-faced fruit bats)
Mindoro stripe-faced fruit bat, Styloctenium mindorensis DD
Subfamily: Rousettinae
Genus: Rousettus
Geoffroy's rousette, Rousettus amplexicaudatus LR/lc
Subfamily: Macroglossinae
Genus: Macroglossus
Long-tongued nectar bat, Macroglossus minimus LR/lc
Genus: Eonycteris
Greater dawn bat, Eonycteris major DD
Philippine dawn bat, Eonycteris robusta NT |
1424_15 | Lesser dawn bat, Eonycteris spelaea LC
Family: Vespertilionidae
Subfamily: Kerivoulinae
Genus: Kerivoula
Hardwicke's woolly bat, Kerivoula hardwickii LR/lc
Papillose woolly bat, Kerivoula papillosa
Clear-winged woolly bat, Kerivoula pellucida LR/lc
Whitehead's woolly bat, Kerivoula whiteheadi LR/lc
Genus: Phoniscus
Peter's trumpet-eared bat, Phoniscus jagorii LR/lc
Subfamily: Myotinae
Genus: Myotis
Peters's myotis, Myotis ater LR/lc
Horsfield's bat, Myotis horsfieldii LR/lc
Hodgson's bat, Myotis formosus LR/lc
Pallid large-footed myotis, Myotis macrotarsus LR/nt
Whiskered myotis, Myotis muricola LR/lc
Orange-fingered myotis, Myotis rufopictus
Subfamily: Vespertilioninae
Genus: Falsistrellus
Pungent pipistrelle, Falsistrellus mordax LR/nt
Peters's pipistrelle, Falsistrellus petersi LR/lc
Genus: Glischropus
Common thick-thumbed bat, Glischropus tylopus LR/lc
Genus: Philetor
Rohu's bat, Philetor brachypterus LR/lc
Genus: Pipistrellus |
1424_16 | Java pipistrelle, Pipistrellus javanicus LR/lc
Narrow-winged pipistrelle, Pipistrellus stenopterus
Least pipistrelle, Pipistrellus tenuis LR/lc
Genus: Scotophilus (yellow bats)
Greater Asiatic yellow bat, Scotophilus heathi LR/lc
Lesser Asiatic yellow bat, Scotophilus kuhlii LR/lc
Genus: Tylonycteris (bamboo bats)
Lesser bamboo bat, Tylonycteris pachypus LR/lc
Greater bamboo bat, Tylonycteris robustula LR/lc
Subfamily: Murininae
Genus: Harpiocephalus (hairy-winged bats)
Lesser hairy-winged bat, Harpiocephalus harpia LR/lc
Genus: Murina
Round-eared tube-nosed bat, Murina cyclotis LR/lc
Brown tube-nosed bat, Murina suilla
Subfamily: Miniopterinae
Genus: Miniopterus
Little long-fingered bat, Miniopterus australis LR/lc
Intermediate long-fingered bat, Miniopterus medius LR/lc
Small bent-winged bat, Miniopterus pusillus LR/lc
Schreibers' long-fingered bat, Miniopterus schreibersii LC
Great bent-winged bat, Miniopterus tristis LR/lc
Family: Molossidae |
1424_17 | Genus: Chaerephon (Old World free-tailed bats)
Wrinkle-lipped free-tailed bat, Chaerephon plicata LR/lc
Genus: Cheiromeles (hairless bats)
Lesser naked bat, Cheiromeles parvidens LC
Hairless bat, Cheiromeles torquatus LR/nt
Genus: Mops
Sulawesi free-tailed bat, Mops sarasinorum LR/nt
Family: Emballonuridae
Genus: Emballonura
Small Asian sheath-tailed bat, Emballonura alecto LR/lc
Genus: Saccolaimus (pouched bats)
Naked-rumped pouched bat, Saccolaimus saccolaimus LR/lc
Genus: Taphozous (tomb bats)
Black-bearded tomb bat, Taphozous melanopogon LR/lc
Family: Megadermatidae
Genus: Megaderma
Lesser false vampire bat, Megaderma spasma LR/lc
Family: Rhinolophidae
Subfamily: Rhinolophinae
Genus: Rhinolophus (horseshoe bats)
Acuminate horseshoe bat, Rhinolophus acuminatus LR/lc
Andersen's horseshoe bat, Rhinolophus anderseni DD
Arcuate horseshoe bat, Rhinolophus arcuatus LR/lc
Bornean horseshoe bat, Rhinolophus borneensis LC
Creagh's horseshoe bat, Rhinolophus creaghi NT |
1424_18 | Philippine forest horseshoe bat, Rhinolophus inops DD
Big-eared horseshoe bat, Rhinolophus macrotis LR/lc
Large-eared horseshoe bat, Rhinolophus philippinensis LR/nt
Large rufous horseshoe bat, Rhinolophus rufus LR/nt
Small rufous horseshoe bat, Rhinolophus subrufus VU
Yellow-faced horseshoe bat, Rhinolophus virgo LR/nt
Family: Hipposiderinae
Genus: Coelops (tailless leaf-nosed bats)
Philippine tailless leaf-nosed bat, Coelops hirsutus DD
Genus: Hipposideros (roundleaf bats)
Dusky roundleaf bat, Hipposideros ater LR/lc
Bicolored roundleaf bat, Hipposideros bicolor LR/lc
Fawn roundleaf bat, Hipposideros cervinus LR/lc
Large Mindanao roundleaf bat, Hipposideros coronatus LR/nt
Diadem roundleaf bat, Hipposideros diadema LR/lc
Large Asian roundleaf bat, Hipposideros lekaguli LR/nt
Philippine forest roundleaf bat, Hipposideros obscurus LR/nt
Philippine pygmy roundleaf bat, Hipposideros pygmaeus LR/nt |
1424_19 | Order: Pholidota (pangolins)
The order Pholidota comprises the eight species of pangolin. Pangolins are anteaters and have the powerful claws, elongated snout and long tongue is seen in the other unrelated anteater species. One species occurs in the Philippines, the Philippine pangolin.
Family: Manidae
Genus: Manis
Philippine pangolin, Manis culionensis CR
Order: Cetacea (whales)
The order Cetacea includes whales, dolphins and porpoises. They are the mammals most fully adapted to aquatic life with a spindle-shaped nearly hairless body, protected by a thick layer of blubber, and forelimbs and tail modified to provide propulsion underwater. |
1424_20 | Suborder: Mysticeti
Family: Balaenopteridae
Subfamily: Balaenopterinae
Genus: Balaenoptera
Minke whale, Balaenoptera acutorostrata LR/nt
Sei whale, Balaenoptera borealis EN
Bryde's whale, Balaenoptera edeni DD
Blue whale, Baleenoptera musculus EN
Omura's whale, Baleanoptera omurai DD
Fin whale, Balaenoptera physalus EN
Subfamily: Megapterinae
Genus: Megaptera
Humpback whale, Megaptera novaeangliae LC
Suborder: Odontoceti
Superfamily: Platanistoidea
Family: Phocoenidae
Genus: Neophocaena
Finless porpoise, Neophocaena phocaenoides DD
Family: Kogiidae
Genus: Kogia
Pygmy sperm whale, Kogia breviceps LR/lc
Dwarf sperm whale, Kogia sima LR/lc
Family: Physeteridae
Genus: Physeter
Sperm whale, Physeter macrocephalus VU
Family: Ziphidae
Subfamily: Hyperoodontinae
Genus: Mesoplodon
Blainville's beaked whale, Mesoplodon densirostris DD
Ginkgo-toothed beaked whale, Mesoplodon ginkgodens DD
Genus: Indopacetus
Tropical bottlenose whale, Indopacetus pacificus DD
Genus: Ziphius |
1424_21 | Cuvier's beaked whale, Ziphius cavirostris LR/lc
Family: Delphinidae (marine dolphins)
Genus: Steno
Rough-toothed dolphin, Steno bredanensis DD
Genus: Sousa
Indo-Pacific humpbacked dolphin, Sousa chinensis DD
Genus: Tursiops
Indo-Pacific bottlenose dolphin, Tursiops aduncus DD
Common bottlenose dolphin, Tursiops truncatus LR/lc
Genus: Stenella
Pantropical spotted dolphin, Stenella attenuata LR/cd
Striped dolphin, Stenella cueruleoalba LR/lc
Spinner dolphin, Stenella longirostris LR/cd
Gray's spinner dolphin, Stenella longirostris longirostris
Dwarf spinner dolphin, Stenella longirostris roseiventris
Genus: Lagenodelphis
Fraser's dolphin, Lagenodelphis hosei DD
Genus: Grampus
Risso's dolphin, Grampus griseus DD
Genus: Peponocephala
Melon-headed whale, Peponocephala electra LR/lc
Genus: Feresa
Pygmy killer whale, Feresa attenuata DD
Genus: Orcinus
Orca, Orcinus orca LR/cd
Genus: Pseudorca
False killer whale, Pseudorca crassidens LR/lc
Genus: Globicephala |
1424_22 | Pilot whale, Globicephala macrorhynchus LR/cd
Genus: Orcaella
Irrawaddy dolphin, Orcaella brevirostris DD |
1424_23 | Order: Carnivora (carnivorans)
There are over 260 species of carnivorans, the majority of which feed primarily on meat. They have a characteristic skull shape and dentition. Six native species occur in the Philippines.
Suborder: Feliformia
Family: Felidae
Subfamily: Felinae
Genus: Prionailurus
Sunda leopard cat, P. javanensis
Visayan leopard cat, P. j. sumatranus
Family: Viverridae (civets, mongooses, etc.)
Subfamily: Paradoxurinae
Genus: Arctictis
Binturong, A. binturong
Palawan binturong, A. b. whitei
Genus: Paradoxurus
Asian palm civet, P. hermaphroditus
Philippine palm civet, P. h. philippinensis
Genus: Viverra
Malayan civet, V. tangalunga
Family: Herpestidae (mongooses)
Genus: Urva
Collared mongoose, U. semitorquata , presence uncertain
Suborder: Caniformia
Family: Mustelidae (mustelids)
Genus: Aonyx
Asian small-clawed otter, A. cinereus
Genus: Mydaus
Palawan stink badger, M. marchei
Order: Artiodactyla (even-toed ungulates) |
1424_24 | The even-toed ungulates are ungulates whose weight is borne about equally by the third and fourth toes, rather than mostly or entirely by the third as in perissodactyls. There are about 220 artiodactyl species, including many that are of great economic importance to humans. 10 native species occur in the Philippines. |
1424_25 | Family: Suidae (pigs)
Subfamily: Suinae
Genus: Sus
Palawan bearded pig, S. ahoenobarbus VU
Bornean bearded pig, S. barbatus VU possibly extirpated
Visayan warty pig, S. cebifrons CR
Cebu warty pig, S. c. cebifrons EX
Negros warty pig, S. c. negrinus CR
Oliver's warty pig, S. oliveri VU
Philippine warty pig, S. philippensis VU
Luzon warty pig, S. p. philippensis
Mindanao warty pig, S. p. mindanensis
Wild boar, S. scrofa
Family: Tragulidae
Genus: Tragulus
Philippine mouse-deer, T. nigricans EN
Family: Cervidae (deer)
Subfamily: Cervinae
Genus: Axis
Calamian deer, A. calamianensis EN
Genus: Cervus
Sika deer, C. nippon introduced, possibly extirpated
Jolo sika deer, C. n. soloensis possibly EX
Genus: Rusa
Visayan spotted deer, R. alfredi EN
Philippine deer, R. marianna VU
Family: Bovidae (cattle, antelope, sheep, goats)
Subfamily: Bovinae
Genus: Bubalus
Tamaraw, B. mindorensis CR |
1424_26 | See also
:Category:Endemic fauna of the Philippines
Wildlife of the Philippines
List of threatened species of the Philippines
Wild pigs of the Philippines
List of chordate orders
Lists of mammals by region
Mammal classification
References
External links
Mammals
Philipp
Philippines
Philippines |
1425_0 | The Baldwin Locomotive Works (BLW) was an American manufacturer of railroad locomotives from 1825 to 1951. Originally located in Philadelphia, it moved to nearby Eddystone, Pennsylvania, in the early 20th century. The company was for decades the world's largest producer of steam locomotives, but struggled to compete as demand switched to diesel locomotives. Baldwin produced the last of its 70,000-plus locomotives in 1951, before merging with the Lima-Hamilton Corporation on September 11, 1951, to form the Baldwin-Lima-Hamilton Corporation.
The company has no relation to the E.M. Baldwin and Sons of New South Wales, Australia, a builder of small diesel locomotives for sugar cane railroads.
History: 19th century
Beginning |
1425_1 | The Baldwin Locomotive Works had a humble beginning. Matthias W. Baldwin, the founder, was a jeweler and whitesmith, who, in 1825, formed a partnership with machinist David H. Mason, and engaged in the manufacture of bookbinders' tools and cylinders for calico printing. Baldwin then designed and constructed for his own use a small stationary engine, the workmanship of which was so excellent and its efficiency so great that he was solicited to build others like it for various parties, and thus led to turn his attention to steam engineering. The original engine was in use and powered many departments of the works for well over 60 years, and is currently on display at the Smithsonian Institution in Washington, D.C.. |
1425_2 | In 1831, at the request of the Philadelphia Museum, Baldwin built a miniature locomotive for exhibition which was such a success that he received that year an order from a railway company for a locomotive to run on a short line to the suburbs of Philadelphia. The Camden and Amboy Railroad Company (C&A) had shortly before imported a locomotive (John Bull) from England, which was stored in Bordentown, New Jersey. It had not yet been assembled by Isaac Dripps (under the direction of C&A president Robert L. Stevens) when Baldwin visited the spot. He inspected the detached parts and made notes of the principal dimensions. Aided by these figures, he commenced his task. |
1425_3 | The difficulties attending the execution of this first order were such that they are not easily understood by present-day mechanics. Modern machine tools simply did not exist; the cylinders were bored by a chisel fixed in a block of wood and turned by hand; the workmen had to be taught how to do nearly all the work; and Baldwin himself did a great deal of it with his own hands. |
1425_4 | It was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia, Germantown and Norristown Railroad on November 23, 1832. It was at once put in active service, and did duty for over 20 years. It was a four-wheeled engine, weighing a little over five tons; the driving wheels were in diameter, and the cylinders were of bore by stroke. The wheels were of heavy cast iron hubs, with wooden spokes and rims, and wrought iron tires, and the frame was made of wood placed outside the wheels. It had a diameter boiler which took 20 minutes to raise steam. Top speed was . |
1425_5 | Early years
Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840 and the company was heavily in debt. As part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved relatively short-lived, they helped Baldwin pull through the economic hard times.
Zerah Colburn was one of many engineers who had a close association with Baldwin Locomotive Works. Between 1854 (and the start of his weekly paper, the Railroad Advocate) and 1861, when Colburn went to work more or less permanently in London, England, the journalist was in frequent touch with M. W. Baldwin, as recorded in Zerah Colburn: The Spirit of Darkness. Colburn was full of praise for the quality of Baldwin's work. |
1425_6 | In the 1850s, railroad building became a national obsession, with many new carriers starting up, particularly in the Midwest and South. While this helped drive up demand for Baldwin products, it also increased competition as more companies entered the locomotive production field.
Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay. Taking advantage of human nature, this increased incentives and productivity. By 1857, the company turned out 66 locomotives and employed 600 men. But another economic downturn, this time the Panic of 1857, cut into business again. Output fell by 50 percent in 1858. |
1425_7 | 1860–1899
The Civil War at first appeared disastrous for Baldwin. According to John K. Brown in The Baldwin Locomotive Works, 1831–1915: A Study in American Industrial Practice, at the start of the conflict Baldwin had a great dependence on Southern railways as its primary market. In 1860, nearly 80 percent of Baldwin's output went to carriers in states that would soon secede from the Union. As a result, Baldwin's production in 1861 fell more than 50 percent compared to the previous year. However, the loss in Southern sales was counterbalanced by purchases by the U.S. Military Railroads and the Pennsylvania Railroad, which saw its traffic soar, as Baldwin produced more than 100 engines for carriers during the 1861–1865 war. |
1425_8 | By the time Matthias Baldwin died in 1866, his company was vying with Rogers Locomotive and Machine Works for the top spot among locomotive producers. By 1870 Baldwin had taken the lead and a decade later, it was producing 2½ times as many engines as its nearest competitor, according to the U.S. Manufacturing Census.
In 1897 the Baldwin Locomotive Works was presented as one of the examples of successful shop management in a series of articles by Horace Lucian Arnold. The article specifically described the Piece Rate System used in the shop management. |
1425_9 | Burton (1899) commented, that "in the Baldwin Locomotive Works... piecework rates are seldom altered... Some rates have remained unchanged for the past twenty years, and a workman is there more highly esteemed when he can, by his own exertions and ability, increase his weekly earnings. He has an absolute incentive to increase his output as much as he possibly can, because he knows that he will not, by increasing his own income, lead to cutting piece-work rates, and so be forced to make still further exertions in order to maintain the same weekly wage."
History: 20th century |
1425_10 | Initially, Baldwin built many more steam locomotives at its cramped Broad Street Philadelphia shop but would begin an incremental shift in production to a site located at Spring Street in nearby Eddystone, Pennsylvania, in 1906. Broad Street was constricted, but even so, it was a huge complex, occupying the better part of 8 square city blocks from Broad to 18th Streets and Spring Garden Street to the Reading tracks just past Noble Street. Eddystone on the other hand was spread out over 600 acres. Its capacity was well over 3000 locomotives per year. The move from Broad Street was completed in the late 1920s.
Gilded age |
1425_11 | The American railroad industry expanded significantly between 1898 and 1907, with domestic demand for locomotives hitting its highest point in 1905. Baldwin's business boomed during this period while it modernized its Broad Street facilities. Despite this boom, Baldwin faced many challenges including the constraints of space in the Philadelphia facility, inflation, increased labor costs, Labor tensions, the substantial increase in the size of the locomotives being manufactured and the formation of the American Locomotive Company, an aggressive competitor which eventually became known simply as Alco.
Baldwin also made most of the locomotives for the East Broad Top Railroad, some of the consolidations of the Huntingdon And Broad Top Mountain Railroad, and locomotive 11 of the Morehead And Northfork Railroad, although the Everett Railroad only has a reproduction of the name plate currently. |
1425_12 | Because Baldwin made the locomotives of both the H&BTRR and the EBTRR around the same time in the early 20th century before WWII, the locomotive number plates of the locomotives were made identical having diameter of 16 3/4", a maximum width of 5/8" and a minimum width of 3/16" with the decorations welded onto the larger plate, all being made of brass.
From 1904 to 1943, Baldwin and Westinghouse marketed Baldwin-Westinghouse electric locomotives and A.C. electrification of railroads, particularly to the New Haven Railroad.
In 1906 the Hepburn Act authorized greater governmental authority over railroad companies, and revitalized the Interstate Commerce Commission (ICC), which stepped up its activities. The ICC was given the power to set maximum railroad rates, and to replace existing rates with "just-and-reasonable" maximum rates, as defined by the ICC. |
1425_13 | The limitation on railroad rates depreciated the value of railroad securities, and meant that railroads stopped ordering new equipment, including locomotives. This may have been a factor in precipitating the Panic of 1907, which in turn disrupted finance and investment in new plants. Both of these events had a direct negative effect on the railroad industry, especially the locomotive builders. |
1425_14 | Baldwin's locomotive output dropped from 2,666 in 1906 to 614 in 1908. The company cut its workforce from 18,499 workers in 1907 to 4,600 the following year. Baldwin's business was further imperiled when William P. Henszey, one of Baldwin's partners, died. His death left Baldwin with a US$6 million liability. In response, Baldwin incorporated and released US$10 million worth of bonds. Samuel Vauclain wanted to use these funds to expand Baldwin's capacities so it would be prepared for another boom. While other Baldwin officers opposed this expansion, Vauclain's vision won out; Baldwin would continue to expand its Eddystone plant until its completion in 1928. By 1928, the company moved all locomotive production to this location, though the plant would never exceed more than one-third of its production capacity. |
1425_15 | World War I
Baldwin was an important contributor to the Allied war effort in World War I. Baldwin built 5,551 locomotives for the Allies including separate designs for Russian, French, British and United States trench railways. Baldwin built railway gun carriages for the United States Navy and manufactured 6,565,355 artillery shells for Russia, Great Britain and the United States. From 1915 to 1918, Remington Arms subcontracted the production of nearly 2 million Pattern 1914 Enfield and M1917 Enfield rifles to the Baldwin Locomotive Works. Baldwin expanded their Eddystone, Pennsylvania, shop opened in 1905 into the Eddystone Arsenal which manufactured most of these rifles and artillery shells before being converted to locomotive shops when the war ended. |
1425_16 | After the end of World War I Baldwin continued to supply export orders, as the European powers strove to replace large numbers of locomotives worn out by the war effort and European locomotive factories were still re-tooling from armaments production back to railroad production. In 1919 and 1920 Baldwin supplied 50 4-6-0 locomotives to the Palestine Military Railway that became the Palestine Railways H class.
Decline |
1425_17 | After the boom years of World War I and its aftermath, Baldwin's business would decline as the Great Depression gripped the country and diesel locomotives became the growth market on American railways towards the end of the 1930s. During the 1920s the major locomotive manufacturers had strong incentives to maintain the dominance of the steam engine. The Baldwin-Westinghouse consortium, which had produced electric locomotives since 1904, was in fact the first American locomotive builder to develop a road diesel locomotive, in 1925. Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Westinghouse and Baldwin collaborated again in 1929 to build switching and road locomotives (the latter through Baldwin's subsidiary Canadian Locomotive Company). The road locomotives, Canadian National class V1-a, No. 9000 and No. 9001, proved expensive, unreliable, frequently out of service, and were soon retired. Westinghouse cancelled its |
1425_18 | efforts in the diesel locomotive field with the onset of the Great Depression, opting to supply electrical parts instead. The early, unsuccessful efforts of Baldwin-Westinghouse in developing diesel-electric locomotion for mainline service led Baldwin in the 1930s to discount the possibility that diesel could replace steam. In 1930 Samuel Vauclain, Chairman of the Board, stated in a speech that advances in steam technology would ensure the dominance of the steam engine until at least 1980. Baldwin's Vice President and Director of Sales stated in December 1937 that "Some time in the future, when all this is reviewed, it will be found that our railroads are no more dieselized than they electrified". Baldwin had deep roots in the steam locomotive industry and may have been influenced by heavy investment in its Eddystone plant, which had left them overextended financially and operating at a fraction of capacity as the market for steam locomotives declined in the 1930s. |
1425_19 | In contrast, ALCO, while remaining committed to steam production, pursued R&D paths centered on both steam mainline engines and diesel switch engines in the 1920s and '30s, which would position them to compete in the future market for diesel locomotives. |
1425_20 | In 1928 Baldwin began an attempt to diversify its product line to include small internal combustion-electric locomotives but the Great Depression thwarted these efforts, eventually leading Baldwin to declare bankruptcy in 1935. At the invitation of the owners of the Geo D. Whitcomb Company, a small manufacturer of gasoline and diesel industrial locomotives in Rochelle, Illinois, Baldwin agreed to participate in a recapitalization program, purchasing about half of the issued stock. By March 1931 the small firm was in financial trouble and Baldwin filed a voluntary bankruptcy for Whitcomb with Baldwin gaining complete control and creating a new subsidiary, the Whitcomb Locomotive Company. This action would lead to financial losses, an ugly court battle between Baldwin and William Whitcomb, the former owner of the company, and bankruptcy for both parties. |
1425_21 | Baldwin lost its dominant position in electric locomotives when the Pennsylvania Railroad selected General Electric's PRR GG1 instead of Baldwin's design in 1934.
When Baldwin emerged from bankruptcy in 1938 it underwent a drastic change in management. The new management revived their development efforts with diesel power but the company was already too far behind. In 1939 Baldwin offered its first standard line of diesel locomotives, all designed for yard service. By this time, GM-EMC was already ramping up production of diesel passenger locomotives and developing its first diesel road freight locomotive. |
1425_22 | As the 1930s drew to a close, Baldwin's coal-country customers such as Pennsylvania Railroad, Chesapeake and Ohio, and Norfolk and Western were more reluctant than other operators to embrace diesel technology, which could undermine the demand for one of their main hauling markets. All three continued to acquire passenger steam locomotives into the early postwar years, as dieselization was gaining momentum elsewhere in the rail industry. |
1425_23 | In the late 1930s Baldwin and the Pennsylvania Railroad made an all-in bet on the future of steam in passenger rail service with Baldwin's duplex-drive S1 locomotive. It proved difficult to operate, costly to maintain, and unsuited for its intended service. Baldwin developed a revision of the same basic design with the T1, introduced in 1943. While the T1s could operate on more tracks than the S1, they still had many of the problems of the S1 and additional mechanical problems related to their unique valve design. The whole S1-T1 venture resulted in losses for PRR and investment in a dead-end development effort for Baldwin at a critical time for both companies. In the early 1940s Baldwin embarked upon its efforts to develop steam turbine power, producing the S2 direct-drive turbine locomotive in 1944. Baldwin's steam turbine program failed to produce a single successful design. Baldwin's steam-centered development path had left them flat-footed in the efforts necessary to compete in |
1425_24 | the postwar diesel market dominated by EMD and ALCO-GE. |
1425_25 | World War II |
1425_26 | The United States' entry into World War II impeded Baldwin's diesel development program when the War Production Board dictated that Alco and Baldwin produce only steamers and diesel-electric yard switching engines. The General Motors Electro-Motive Division was assigned the task of producing road freight diesels (namely, the FT series). EMD's distinct advantage over its competitors in that product line in the years that followed World War II, due to the head start in diesel R&D and production, is beyond doubt, however, assigning it solely to WPB directives is questionable. Longtime GM chairman Alfred P. Sloan presented a timeline in his memoir that belies this assumption, saying that GM's diesel-engine R&D efforts of the 1920s and 1930s, and its application of model design standardization (yielding lower unit costs) and marketing lessons learned in the automotive industry, were the principal reason for EMD's competitive advantage in the late 1940s and afterward (clearly implying that |
1425_27 | the wartime production assignments were merely nails in a coffin that Baldwin and Lima had already built for themselves before the war). In his telling, the R&D needed to adapt earlier diesels (best suited to marine and stationary use) to locomotive use (more flexible output; higher power-to-weight ratio; more reliable given more vibration and less maintenance) was a capital-intensive project that almost no one among the railroad owners or locomotive builders was willing (latter) or able (former) to invest in during the 1920s and 1930s except for the GM Research Corporation led by Charles F. Kettering, and the GM subsidiaries Winton Engine Corporation and Electro-Motive Corporation. |
1425_28 | Baldwin made steam engines for domestic US railroads, the US Army, British Railways, and made around one thousand E or Ye type engines for the Soviet Union in the Lend Lease arrangement (of an order of 2000 or so engines with other builders contributing to the total).
Baldwin obtained a short-term market boost from naval demand for diesel engines and the petroleum crisis of 1942–43, which boosted demand for their coal-fired steam locomotives while acquisition of EMD's diesel locomotives was in its most restricted period.
In 1943 Baldwin launched its belated road diesel program, producing a prototype "Centipede" locomotive which was later rebuilt to introduce their first major product in the postwar market. |
1425_29 | During World War II Baldwin's contributions to the war effort included not only locomotives and switchers but also tanks. Baldwin was one of the manufacturers of several variants of the M3 tank (M3 Lee, M3A2, M3A3, M3A5) and later the M4 Sherman (M4, M4A2). A Baldwin subsidiary, the Whitcomb Locomotive Company, produced hundreds of 65-ton diesel electric locomotives for the Army and received the Army–Navy "E" award for production. Baldwin ranked 40th among United States corporations in the value of wartime production contracts.
End |
1425_30 | Between 1940 and 1948, domestic steam locomotive sales declined from 30 percent of the market to 2 percent. By 1949, there was no demand for steam locomotives. Baldwin's attempts to adapt to the changed market for road locomotives had been unsuccessful; the reliability of their offerings was unsatisfactory, epitomized by notorious failures such as their "Centipede" diesel locomotives and their steam turbine-electric locomotives, which proved to be money pits unsuited for their intended service. In July 1948 Westinghouse Electric, which had teamed with Baldwin to build diesel and electric locomotives and wanted to keep their main customer in the rail industry afloat, purchased 500,000 shares, or 21 percent, of Baldwin stock, which made Westinghouse Baldwin's largest shareholder. Baldwin used the money to cover various debts. Westinghouse vice president Marvin W. Smith became Baldwin's president in May 1949. In a move to diversify into the construction equipment market, Baldwin merged |
1425_31 | with Lima-Hamilton on December 4, 1950, to become Baldwin-Lima-Hamilton. However, Lima-Hamilton's locomotive technology was unused after the merger and market share continued to dwindle. By January, 1952 Baldwin closed its factory in Rochelle, Illinois and consolidated Whitcomb production at Eddystone. In 1953 Westinghouse discontinued building electrical traction equipment, so Baldwin was forced to reconfigure their drive systems based on General Electric equipment. In 1954, during which time they were being virtually shut out of the diesel market, Baldwin delivered one steam turbine-electric locomotive to the Norfolk and Western Railway, which proved unsatisfactory in service. The last locomotives produced by Baldwin were three experimental RP-210 dual power passenger locomotives for the New York Central and New York, New Haven, and Hartford rail lines in 1956. |
1425_32 | In 1956, after 125 years of continuous locomotive production, Baldwin closed most of its Eddystone plant and ceased producing locomotives. The company instead concentrated on production of heavy construction equipment. More than 70,500 locomotives had been built when production ended. In 1965 Baldwin became a wholly owned subsidiary of Armour and Company. Greyhound Corporation purchased Armour and Company in 1970, and in 1972 Greyhound closed Baldwin-Lima-Hamilton for good.
Locomotives
Later steam locomotives |
1425_33 | Baldwin built many 4-4-0 "American" type locomotives (the locomotive that built America). Surviving examples of which include the 1872 Countess of Dufferin and 1875's Virginia and Truckee Railroad No.22 "Inyo", but it was perhaps best known for the 2-8-2 "Mikado" and 2-8-0 "Consolidation" types. It was also well known for the unique cab-forward 4-8-8-2 articulateds built for the Southern Pacific Company and massive 2-10-2 for the Atchison, Topeka and Santa Fe Railway. Baldwin also produced their most powerful steam engines in history, the 2-8-8-4 "Yellowstone" for the Duluth, Missabe and Iron Range Railway. The Yellowstone could put down over of Tractive force. They routinely hauled 180 car trains weighing over . The Yellowstones were so good that the DM&IR refused to part with them; they hauled ore trains well into the diesel era, and the last one retired in 1963. Three have been preserved. One of Baldwin's last new and improved locomotive designs were the 4-8-4 "Northern" |
1425_34 | locomotives. Baldwin's last domestic steam locomotives were 2-6-6-2s built for the Chesapeake and Ohio Railway in 1949. Baldwin 60000, the company's 1926 demonstration steam locomotive, is on display at the Franklin Institute in Philadelphia. On a separate note, the restored and running 2-6-2 steam locomotive at Fort Edmonton Park was built by Baldwin in 1919. |
1425_35 | Preserved Baldwin steam locomotives
There are many Baldwin built steam locomotives currently operating in the United States, Canada, and several other countries around the world. Out of all the Baldwin built steam locomotives that are operational or have operated in recent years, the most recognized locomotives are Reading 2101, Reading 2102, Grand Canyon Railway 4960, Frisco 1522, Nickel Plate Road 587, Blue Mountain and Reading 425, Southern Pacific 2467, Southern Pacific 2472, Spokane, Portland and Seattle 700, Southern Railway 4501, the oldest surviving 4-8-4 Northern type steam locomotive, Santa Fe 3751, and the last domestic steam locomotive Baldwin built, Chesapeake and Ohio 1309. |
1425_36 | In Australia, five of the twenty NSW 59 class Baldwin 2-8-2s which entered service in 1952-3 survive. NSW had several classes of 19th century Baldwin locomotives including the L.304 (later Z21) class 2-6-0s; the
O.446 (later Z23) class 4-6-0s; and the J.483 (later Z29) class 2-8-0s, of which none survive.
Narrow-gauge and unconventional
Baldwin built locomotives for narrow-gauge railways as well. Some of the more notable series built for the Denver and Rio Grande were outside-framed 2-8-2 "Mikados": Fifteen class K-27's, originally built as Vauclain compounds in 1903, ten class K-36's built in 1925, and ten class K-37's originally built as standard-gauge 2-8-0s in 1902 but rebuilt for narrow gauge in the D&RGW shops in 1928. Several of all these classes survive, and most are operating today on the Durango and Silverton Narrow Gauge Railroad, the Cumbres and Toltec Scenic Railroad, while some are being restored on the East Broad Top Railroad. |
1425_37 | New Zealand Railways (NZR) was a major customer from 1879 when it imported six 2-8-0 based on the Denver and Rio Grande locomotives due to their similar rail gauge, these were given the road class of T. The next was a double emergency order of six 2-6-2 classed N and six 2-8-0 classed O after a British order for similar locomotives failed to meet ontime delivery and weight limitations specified in contract. Baldwins seized on the opportunity to impress the NZR with a prompt six-month delivery of all 12 locomotives. Thereafter NZR ordered Baldwin products to complement home built locomotives, including Tank versions 2-6-2 Wb and 2-6-4 Wd classes. Another four of the hard working N class were purchased in 1901. The popular 4-6-0 class of 22 Ub locomotives consisting of 10 1898 flat valve and 10 1901 piston valve (Baldwins supplying all but two) proved themselves well at the turn of the twentieth century with the last retiring as late as 1958. A requirement for a larger firebox version |
1425_38 | of the class ended up creating a whole new locomotive with the birth of the 4-6-2 wheel arrangement, the Pacific was born. They were classed as Q in NZR service and remained in use until 1957. Being a new type of locomotive, the Q class had their shortcomings but eventually performed well. In 1914 a later larger improved version, and last Baldwin product to be purchased by NZR was classed as Aa. They lasted until 1959. Like all American locomotives produced at the time, the Baldwins had 'short' lifespans built into them but the NZR were happy to re-boiler almost their whole fleet to give them a longer life of hard work. NZR were generally happy with their Baldwin fleet. |
1425_39 | A private Railway operating in New Zealand at the time exclusively purchased Baldwin products after facing the same difficulties with British builders the NZR had. The Wellington and Manawatu Railway (1881–1909) operated small fleets of 2-8-0(4), 2-6-2(6), 2-8-2(1), 4-6-0(2) and a large 2-8-4(1) tank locomotive. When the NZR took over the railway, its fleet was absorbed into sub-classes of those operating already in the main fleet. When NZR placed tenders for diesel locomotives in the 1950s, Baldwins applied but failed when EMD won the contract instead. Surprisingly only one NZR Baldwin product is operational, a class Wd 2-6-4 tank locomotive operating at the Ferrymead railway in Christchurch, the remains of a WMR 2-6-2 N, NZR 4-6-0 Ub, and two NZR 2-6-2 Wb tank locomotives are in the early stages of restoration. |
1425_40 | A six-ton, 60-cm gauge 4-4-0 built for the Tacubaya Railroad in 1897 was the smallest ever built by Baldwin for commercial use. |
1425_41 | In the late 1890s, many British builders were recovering from an engineers' strike over working hours, leaving backlogs of orders yet to be fulfilled. This prompted British railways that were in immediate need for additional motive power to turn to Baldwin and other US builders. Examples of engines built in response include three batches of 2-6-0 tender engines for the Midland Railway, Great Central Railway, and Great Northern Railway, respectively, as well as the Lyn, a 2-4-2T (tank locomotive) for the gauge Lynton and Barnstaple Railway in England in 1898. The Cape Government Railways of South Africa also bought engines from Baldwin as a result of the strikes. Unfortunately, many of these engines were unpopular with the crews due to their designs being atypical, and many, including all of those built for the three standard gauge British railways and the Lynton and Barnstaple's Lyn, were scrapped when no longer needed. A replica of the latter locomotive has been constructed for |
1425_42 | the revived Lynton & Barnstaple Railway. |
1425_43 | Also during the late 1890s, two 2-6-2T "Prairie" tank engines were built for the Victorian Railways (V.R.) who gave them an "NA" classification and road numbers of 1A and 2A. They were used as a trial on the new narrow-gauge railways. Fifteen more NA class locomotives were built by the V.R., numbered 3A–17A. Unfortunately, only six have survived and both of the original Baldwin engines were among those scrapped. |
1425_44 | To supply troops in France, 495 4-6-0PTs were built to the order of the British War Department in 1916/7. After the war surplus locomotives were sold, finding new uses in France, Britain and India.
In Britain examples were used on the Ashover Light Railway, Glyn Valley Tramway, Snailbeach District Railways and the Welsh Highland Railway. |
1425_45 | The Welsh Highland Railway in Wales bought No 590, in 1923. It was apparently unpopular with crews although photographs show that it was used regularly until the railway was closed. It was scrapped in 1941 when the derelict railway's assets were requisitioned for the war effort. Some of the surviving examples in India have since been imported to the UK, one of which by the Welsh Highland Railway Ltd. who has restored it to represent the scrapped 590. Other Baldwin 4-6-0PT's imported from India include one owned by the Leighton Buzzard Railway-based Greensand Railway Trust that has been restored to working order, as well as two acquired by the Statfold Barn Railway in March 2013. |
1425_46 | Baldwin also built six engines for the Manitou and Pike's Peak Railway, three of which were delivered in 1890, with the fourth being delivered in 1897. These engines featured steeply inclined boilers and used the Abt rack system to propel them up the average 16 percent grade. The last Baldwin engine was taken out of regular service in 1955. During the following years the engines were used as back-up engines and for snow removal. Three of the engines are currently on static display around Colorado. One (No. 1) is located at the Colorado Railroad Museum in Golden, Colorado. The other two on display are located in Manitou Springs, Colorado: one (No. 2) near city hall and the other (No. 5) at the Manitou and Pike's Peak Railway depot. The engine No. 4 is still in limited operation for photo opportunities and special events. However, it no longer completes the journey to the top of Pikes Peak due to the fact that many of the water tanks along the line have been removed. Engines No. 3 and |
1425_47 | No. 6 were scrapped and used for parts over the years. |
1425_48 | Number 6 (builder plate number 12288), a 36" 2-6-0 was built by Baldwin in 1891 for the Surry Sussex & Southampton Railway in Virginia. The SS&S installed Southern valve gear, a graceful outside drive gear. The 6 was eventually sold to the Argent Lumber Company in South Carolina. In 1960, the 6 was purchased by southeastern Iowa's Midwest Central Railroad as part of a package deal including the 2 (below). It was the first locomotive to operate on a regular basis at the MCRR and was their main engine until 1971 when it was taken out of service for a major overhaul. Completed in 1988, this ground up rebuild included a new boiler and conversion to oil fire. A "medium" boiler repair was started in 2009, with the work completed in September 2010, in time for the 2010 Midwest Old Thresher's Reunion. |
1425_49 | The Midwest Central Railroad also owns Number 2, a 36" 2-6-0, which was built for the New Berlin & Winfield Railroad in 1906. The NB&W operated an line in Pennsylvania for an agricultural community. The 2 hauled freight and passengers on this small operation until the mid-1910s. In 1917, the locomotive was sold to the Argent Lumber Company in South Carolina where it worked along with the 6 in swamp trackage, hauling logs to the mill in Hardeeville. Upon arrival at the MCRR in 1960, it received substantial repairs and was put into service by the early 1970s, replacing the 6 as the MCRR's main engine. In 1987, the 2 was taken out of service for a complete rebuild which is still in progress as of January 2011. |
1425_50 | The Walt Disney World Railroad, which runs around the Magic Kingdom in Florida, has four operational Baldwin locomotives: a 1916 Class 8-C 4-4-0 No. 4 (The Roy O. Disney), twin locomotives No. 1 and No. 3, both 1925 Class 10-D 4-6-0 designs (The Walter E. Disney and the Roger E. Broggie, respectively) and a 1928 Class 8-D 2-6-0 No. 2 (The Lilly Belle). They originally worked on the Ferrocarriles Unidos de Yucatán, a railroad that operated in the state of Yucatán in Mexico. In the late 1960s, they were all purchased by Disney imagineers Roger E. Broggie and Earl Vilmer for $8,000 each and restored to operating condition, while significantly altered from their original appearance to resemble steam locomotives from the 1880s. Three other operational Disney-owned Baldwin locomotives exist at Disneyland Park in California, where they operate on the Disneyland Railroad.
Baldwin also built many boilers and stationary steam engines for heating and powering buildings and industry. |
1425_51 | Street railways and tramway steam motors
As well as railway locomotives, Baldwin built street tramway steam motors in large numbers for operators in the United States and worldwide. There were three basic models, with 9-inch, 11-inch and 13-inch motors, the sizes being determined by the cylinder size rather than the boiler capacity. These were largely superseded by electric tramcars, but some were built and operated well into the 20th century for systems that were never electrified. There were well over 100 built for the New South Wales Government Tramways in Sydney Australia from 1879–1910. Mostly 11" and 0-4-0 in configuration.
Two operational NSWGT surviving steam motors:
Baldwin 11676 of 1891 NSWGT No. 103 Valley Heights Locomotive Depot Heritage Museum, New South Wales, Australia.
Baldwin 11665 of 1891 NSWGT No. 100 Museum of Transport and Technology, Auckland, NZ. No.100 was latterly used in Wanganui, New Zealand 1910–1950. |
1425_52 | Other Baldwin steam motor operators included:
The Takapuna Tramways and Ferry Company, Auckland, New Zealand 1910–1927. Route was from Bayswater to Milford via Takapuna and Lake Pupuke. No surviving locomotives.
Electric locomotives
From the early years of the 20th century Baldwin had a relationship with the Westinghouse Electric Company to build electric locomotives for the American market. The electric locomotive was increasingly popular; electrification was expensive, but for high traffic levels or mountainous terrain it could pay for itself, and in addition some cities like New York, were banning the steam locomotive because of its pollution and the propensity for accidents in smoke-choked terminals. Baldwin built or subcontracted out the bodywork and running gear, and Westinghouse built the electrical gear. Both combined to have a similar arrangement with the Netherlands N.V. Heemaf and Werkspoor for the foreign markets. |
1425_53 | Baldwin built the famed EP-1 (1906), EF-1 (1912) and EP-2 (1923) box cab electric locomotives for the New York, New Haven and Hartford Railroad. Baldwin also delivered the EP-3 box cab electric locomotives to the Milwaukee Road for use on their line between Harlowton, Montana, and Avery, Idaho.
Baldwin built several electric locomotive types for the Pennsylvania Railroad as well including the P5A, R1 and the famed GG1. Baldwin built the first GG1 prototype electric locomotive for use on the Pennsylvania Railroad's electrified line, which was completed in 1935 between New York and Washington, D.C.
Steam-turbine locomotives
In the waning years of steam Baldwin also undertook several attempts at alternative technologies to diesel power. In 1944 Baldwin outshopped an S2 class 6-8-6 steam turbine locomotive for the Pennsylvania Railroad. |
1425_54 | Between 1947 and 1948 Baldwin built three coal-fired steam turbine-electric locomotives of a unique design, for passenger service on the Chesapeake and Ohio Railway (C&O), who numbered them 500 to 502 and classified them M-1. The units, which were equipped with Westinghouse electrical systems and had a 2-C1+2-C1-B wheel arrangement, were long, making them the longest locomotives ever built for passenger service. The cab was mounted in the center, with a coal bunker ahead of it and a backwards-mounted boiler behind it, the tender only carrying water. These locomotives were intended for a route from Washington, D.C., to Cincinnati, but could never travel the whole route without some sort of failure. Coal dust and water frequently got into the traction motors. These problems could have been fixed given time, but it was obvious that these locomotives would always be expensive to maintain, and all three were scrapped in 1950. |
1425_55 | In May 1954 Baldwin built a steam turbine-electric locomotive for freight service on the Norfolk and Western Railway (N&W), nicknamed the "Jawn Henry" after the legend of John Henry, a steel-driver on a track crew who famously raced against a steam drill and won, only to die immediately afterwards. The unit was similar in appearance to the C&O turbines but very different mechanically; it had a C+C-C+C wheel arrangement, and an improved watertube boiler which was fitted with automatic controls. Unfortunately the boiler controls were sometimes problematic, and, as with the C&O turbines, coal dust and water got into the motors. "Jawn Henry" was retired from the N&W roster on January 4, 1958.
Diesel-Electric locomotives |
1425_56 | Though fairly successful in the marketplace, Baldwin diesels did not do so well as others. Thanks to their robust Westinghouse electrical gear, they were excellent haulers, but the diesel prime movers were less reliable than comparable EMD and Alco products. The company remained fond of steam power and was slow to make the jump to building reliable diesel road locomotives. By the late 1940s, Baldwin’s main diesel competitors – Alco, EMD and Fairbanks-Morse – had each settled on four or five standard locomotive models, which were suitable for assembly-line construction. Baldwin, meanwhile, was the sole manufacturer to continue the steam-era practice of offering bespoke locomotive designs at the request of individual railroads. This resulted in a large number of diesel models, most of which had a small number of units (aside from switchers, only a few models had more than 50 examples). This put Baldwin at a competitive disadvantage since it was unable to benefit from economies of scale, |
1425_57 | consistent quality control, or the evolution of each model, which its competitors enjoyed. Even the construction could vary between units of the same model, especially if they were not built in sequence. The last Baldwin-Lima-Hamilton diesels were delivered in 1956. |
1425_58 | Gas turbine-electric locomotives
In April 1950, Baldwin and Westinghouse completed an experimental gas turbine locomotive, numbered 4000, known as the "Blue Goose", with a B-B-B-B wheel arrangement. The locomotive used two turbine engines fueled by Bunker C fuel oil, was equipped for passenger train heating with a steam generator that utilized the waste exhaust heat of the right hand turbine, and was geared for While it was demonstrated successfully in both freight and passenger service on the PRR, MKT, and CNW, no production orders followed, and it was scrapped in 1953.
See also
:Category:Baldwin locomotives
List of Baldwin diesel locomotives
Samuel M. Vauclain Designer and railway pioneer
Vauclain compound
Whitcomb Locomotive Works
References
Bibliography
Further reading
Steam Locomotive Builders
External links |
1425_59 | Preserved Baldwin Steam Locomotives
SteamLocomotive.com – a large amount of information on steam locomotives.
Baldwin locomotives used in Finland
Baldwin Locomotive Works collection (engine registers and order books) 1833–1956 Archives Center, National Museum of American History, Smithsonian Institution.
Baldwin Locomotive Works drawings, 1870–1890 Archives Center, National Museum of American History, Smithsonian Institution.
The Baldwin Locomotive Works Records, 1825–1869, including correspondence, accounts, diagrams and illustrations, are available for research use at the Historical Society of Pennsylvania.
A Brazilian Baldwin-Westinghouse electric box locomotive
Baldwin-Lima-Hamilton Corporation Records, 1854–1925 (5.5 linear ft.) are housed in the Department of Special Collections and University Archives at Stanford University Libraries |
1425_60 | Baldwin Locomotive Works: Illustrated Catalogue of Locomotives, 1871 is located at the Special Collections/Digital Library in Falvey Memorial Library at Villanova University.
Information on Baldwin 590, one of the narrow-gauge engines that Baldwin built
Information about the "590 Restoration Project
Midwest Central Railroad
Baldwin Locomotive Works engine specifications, 1869–1938 78 manuscript volumes digitized from microfilm reels containing engine specifications of locomotives built for various United States and foreign railroad companies. DeGolyer Library holds Volumes 5-82.
Baldwin Locomotive Works builders cards held by the DeGolyer Library, Southern Methodist University.
Baldwin Locomotive Works Engineering Drawings held by the DeGolyer Library, Southern Methodist University. |
1425_61 | Defunct locomotive manufacturers of the United States
Companies based in Delaware County, Pennsylvania
History of Philadelphia
Manufacturing companies based in Philadelphia
Spring Garden, Philadelphia
American companies established in 1825
Manufacturing companies established in 1825
Manufacturing companies disestablished in 1972
1825 establishments in Pennsylvania
1972 disestablishments in Pennsylvania
Former components of the Dow Jones Industrial Average
American companies disestablished in 1972
Defunct manufacturing companies based in Pennsylvania |
1426_0 | Rhys ap Tudur (died 1412) was a Welsh nobleman and a member of the Tudor family of Penmynydd. He held positions of power on behalf of King Richard II of England, including two periods as the Sheriff of Anglesey in the 1370s and 80s. Rhys accompanied the king on a military expedition to Ireland in 1398, but in 1400 began to support the revolt of his cousin Owain Glyndŵr against King Henry IV of England. In 1401, he and his brother Gwilym ap Tudur took Conway Castle after infiltrating it, and liaised with Henry Percy prior to his own rebellion in 1403. After being outlawed by the king in 1406, Rhys was captured and executed at Chester in 1412, although later oral tradition claims he returned to Anglesey to die there. |
1426_1 | Ancestry and early life
Rhys was one of five sons of Tudur ap Goronwy and Marged ferch Tomos; alongside Ednyfed ap Tudor, Maredudd ap Tudur, Goronwy ap Tudor and Gwilym ap Tudur. Tudur had served with the forces of King Edward III of England during the campaigns in France in 1337, assuming the rank of knight in the process. Afterwards, he became a royal officer for the island of Anglesey and ensured that all of his sons found similar roles. The family were descended from Ednyfed Fychan, and his son Goronwy ab Ednyfed, the founder of the Tudor family of Penmynydd. |
1426_2 | Service to the crown
Rhys and his brother Goronwy were rhaglaws (bailiffs) for the commote of Dindaethwy across three decades; from the 1370s through to the 1390s. He was made Sheriff of Anglesey twice, first between 1374–75 and again in 1381–84. This was a post more typically held by an Englishman at the time. In 1386, Rhys was one of the leaders of a contingent of soldiers raised in Caernarfonshire to protect against a potential invasion by the French. King Richard II of England paid Rhys £10 a year to retain his service should the crown require it, and accompanied him on a military expedition to Ireland in 1398.
However, that same year Rhys was summoned before the king's justicar of North Wales to explain why he had managed to become indebted to the sum of £60 in his role of rhaglaw at Dindaethwy. Rhys held lands in Anglesey and Caernarfonshire which he inherited from his father, and these would have provided a steady income. |
1426_3 | Revolt
In September 1399, King Richard II was overthrown by Henry IV. When Rhys' cousin Owain Glyndŵr began a rebellion the following year, he and his brothers publicly backed him. While Owain's rebellion in North East Wales faltered, Rhys and his family rose up against the king on Anglesey. Henry IV personally took an army to put down the revolt, and harried the island, burning the Franciscan Llanfaes Friary near Bangor, Gwynedd, where the Tudur family were buried. Rhys led troops to ambush them from an advantageous spot on Rhos Fawr. When he engaged Henry's troops, the English fled to the safety of Beaumaris Castle. |
1426_4 | When Henry issued a general pardon for those of North Wales in March 1401, he purposely excluded Rhys, his brother Gwilym and Owain Glyndŵr. As a result, Rhys and Gwilym hatched an audacious plan. On Good Friday, 1 April 1401, the brothers and 44 men infiltrated Conway Castle. They pretended to be carpenters, and entered the castle while the guard were in church, capturing it. Negotiations began for the return of the castle on 13 April, with the king represented by Henry "Hotspur" Percy. After seeking a compromise, which would have resulted in pardons being given to the Welshmen, the king overrode Percy's decision on 20 April. An agreement was finally reached on 24 June after several failed attempts when Gwilym began writing to the king directly. |
1426_5 | Percy subsequently liaised with Rhys in preparation for his own rebellion against the king on 1403, which started and ended with the Battle of Shrewsbury where Percy was killed by the king's forces. All three Tudur brothers were outlawed by the king in 1406. The constable of Welshpool Council arrested several rebel leaders, including Rhys and transported him to Chester. Documents from the era show that Rhys was executed there in 1412.
Legacy
After the execution of Rhys, his brother Gwilym was given a full pardon a year later. Both their lands had been forfeited when they joined with Owain's rebellion and passed to Gwilym ap Gruffydd, who had married Morfudd, the daughter of Goronwy ap Tudur. Rhys' death was later lamented in a poem by Gruffydd Gryg.
Lineage
Notes
References
1412 deaths
Welsh rebels
Year of birth unknown
Executed Welsh people
15th-century executions by England
High Sheriffs of Anglesey |
1427_0 | Glee: The Music, Volume 5 is the sixth soundtrack album by the cast of the musical television series Glee. Released on March 8, 2011 through Columbia Records, it was produced executively by Dante Di Loreto and Brad Falchuk. In addition to fourteen cover versions from its second season, the album contains two of the series' first original songs. The first of these, "Get It Right", was composed specifically for cast member Lea Michele, and the other, "Loser like Me", is a group number written with Swedish songwriter Max Martin. All of its tracks have been released as singles, and have managed to place on several national record charts. |
1427_1 | Background |
1427_2 | The album features music starting from Glee post-Super Bowl episode. American actress Gwyneth Paltrow, who made an appearance in an earlier episode covering Cee Lo Green's "Forget You!", returns for three additional songs. Glee: The Music, Volume 5, announced in a press release on February 22, 2011, features the series' first original songs. "Loser like Me" is performed by the main glee club New Directions, with Lea Michele and Cory Monteith, as Rachel Berry and Finn Hudson, on lead vocals. Described by Glee music supervisor Adam Anders as "a very uptempo, kind-of-summery hit", the song was co-written with Swedish music songwriter and producer Max Martin, known for his work with many pop artists. Having covered many of Martin's co-written songs on the series, including songs by Britney Spears and Kelly Clarkson, Anders felt it was appropriate to have his involvement. According to the American Society of Composers, Authors and Publishers database, co-writers on the song include Anders, |
1427_3 | Peer Åström, Savan Kotecha, and Johan Schuster. The second song, "Get It Right", is a ballad specifically inspired by and composed for Michele by Anders, his writing partner, and his wife. Both songs premiered on Ryan Seacrest's radio program on February 25, 2011, and were performed in the episode "Original Song", on March 15, 2011. "Loser like Me" also saw a radio release date—March 1, 2011 for pop and adult pop stations. |
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