Although built in 1949, this design dated back to 1944, and included three models; DRS-6-4-1500 (Diesel Road Switcher, 6 axles, 4 traction motors, 1500 horsepower), DRS-4-4-1500, and DRS-6-6-1500. It was powered by Baldwin's 608SC (SC = SuperCharged, or today, turbocharged) diesel prime mover driving a Westinghouse 489-B main generator powering six Westinghuse 370 series traction motors. To make room for the middle traction motor, the center axle was offset. The long hood was considered the Front of the locomotive. The C&NW placed the order for the first production DRS-6-6-1500's in 1948, and by 1952, the 608SC prime mover was replaced by the 608A, and the DRS model was replaced by the AS model. The final tally was; 91 DRS-6-4-1500's (62 for export), 35 DRS-4-4-1500's (3 for export), and 83 DRS-6-6-1500's (all domestic).

Between 1956 and 1960, 14 DT66-2000's were repowered by EMD (and renumered into the 900 series), 11 were repowered by the EJ&E using new Baldwin diesels (renumbered into the 700 series), and two DT66-2000's were never repowered (#'s 100 and 118). As originally built, the radiator intake was located just above the frame (a plate covers the original opening) but was moved up to accommodate Baldwin's re-designed cooling system.

Apparently, all was quiet in the tower one very early morning (about 2:00 AM or so) when the buzzer sounded and an EJ&E transfer run asked for permission to cross. Bob didn't see any C&NW trains asking for permission, so he allowed the EJ&E train to cross. Even in the best of conditions, the EJ&E train, which at this point was in Service Brake application, would have taken some time to get up to speed, maybe 10 mph, to cross the C&NW. According to Bob, as soon as the EJ&E train occupied the circuit, the buzzer went off again; a C&NW train asking for permission to cross. Then another. Before he knew what happened another C&NW train was asking for permission, and Bob was tieing up three C&NW trains, and the EJ&E train hadn't even hit the diamonds. Bob had to answer to both the EJ&E and C&NW dispatchers. He quit the railroad business a couple of weeks later.

The EJ&E rostered a total of 26 of this model, and also owned the original DT-6-6-2000 demonstrator, #100, known as the 'Golden Goose' by the EJ&E personnel. The #100 was somewhat different in design from the production DT-6-6-2000's, and was never rebuilt. Starting in 1956, EJ&E sent a total of 14 units to EMD for new diesels, and rebuilt 11 in their own shops, Number 118 was never rebuilt. Those rebuilt by EJ&E had their Baldwin 606SC prime movers replaced with Baldwin 606A's and renumbered into the 700 series. At LaGrange, EMD installed V-12's in place of the inline 606SC's, which forced EMD to replace the hoods as well to accommodate the width of the V block. Note how EMD had to fair in the bottom of the hood to meet the narrower Baldwin frame just above the running board. The new hoods were also lower than the original Baldwin hoods. The V-12 567C was normally rated at 1200 hp, but those installed in the EJ&E Baldwins could not be used at maximum capacity. The 567C produced its rated horsepower at around 800 rpm, but in the EMD/DT-6-6-2000's, the diesels were mated to the original Westinghouse main generators, which were designed to turn at a maximum of 625 rpm. Turning the generators any faster resulted in 'lots of fireworks' (a.k.a. flash-over) inside the hood, so the EMD diesels had to be slowed down. This was not without problems; at constant low speed the diesels suffered from poor lubrication and overheating. Eventually speed settings to suit the diesels and generators were found and the repowering by EMD was considered a tolerable success. The EMD repowered units were renumbered in the 900 series. The 606SC diesel blocks removed from the DT-6-6-2000's during rebuilding were recycled into the EJ&E's Baldwin switchers.