Engineer's or "Driver's Side"

[trainnut57]

How was it ever determined that the engineer rode on the right hand side of the cab (looking forward from the tender)? Was there any particular reason why this side was chosen? Just curious.

[tomikawaTT]

The view from the controls was obscured by the fittings on top of the boiler, or the boiler itself, so the engineer (or driver, if the railroads were influenced by British practice) was seated where he would have the clearest view of the signals.  In North America, that put him on the right-hand side, since signal masts were located to the outside of right hand running double track.

In Japan, which runs left hand, the engineer is on the left hand side of the cab.

Chuck

[wjstix]

It's interesting that in the US the driver of an auto sits on the left side, and an engineer sits on the right side of the locomotive, since both are run "right handed". Of course in the UK they do it the other way around, car driver on the right and engine driver on the left.... 

[tomikawaTT]

wjstix

It's interesting that in the US the driver of an auto sits on the left side, and an engineer sits on the right side of the locomotive, since both are run "right handed". Of course in the UK they do it the other way around, car driver on the right and engine driver on the left.... 

True, but for a very different reason.  An automobile or lorry pilot has to see that he doesn't sideswipe opposing vehicles.  The guy (or gal) at the throttle of a locomotive (or MU car) can safely assume that the rails were laid a sufficient distance apart...

I am aware of one class of EMU cars from about fifty years ago (Japan's Odawara Express Railway 'Romance' train,) that had the d'raiba on the centerline, elevated above the nose-end lounge in a cockpit like that of a single-seat fighter.

Chuck

[wjstix]

 It's interesting to note that US railroads that ran left-handed (DMIR, CNW) didn't reverse their engine cabs; the engineer still sat on the right and the fireman on the left.

[aricat]

It must be remembered that the Great Western Railway in Britain built its steam locomotives to be operated from the right seat. On the GWR, among the firemans duties were to read signals. The GWR did operate on the left. After Nationalization non GWR power sometimes showed up on GWR trackage and they were equipped to be operated from the left seat. This did present problems including fatal crashes.

[steveiow]

Every Fireman had to observe signals,on British railways,when not other wise engaged.

To say the GW  engines had a seat is a bit over the top-it was just a tip up bit of wood! GW engines were not know for creature comforts,for a start they had no side doors between engine and tender and with the usual low tender fitted it was necessary to put up a tarpaulin sheet between engine and tender in bad weather.

This was a bit of a pain and most blokes just got wet!

Steve

[upjake]

With most double track did the U.S. railroads mimmic auto driving with each track designated as only a one-way track or did this not matter?

[Deggesty]

upjake

With most double track did the U.S. railroads mimmic auto driving with each track designated as only a one-way track or did this not matter?

Until the advent of Centralized Traffic Control or some other system that was controlled by someone such as a dispatcher, each track in two or more track installation was designated for directional operation--with strict provisions for operation against the current of traffic whenever such was necessary--reduced speed, especial care when approaching crossings, etc.. Now, when you see "double track," you know that each track is signaled for operation in one direction only, and is ordinarily used in that direction, and the track for the opposite direction is "the wrong main;" The strict provisions still apply. If you see "two (or more) track," each track is ordinarily signaled for operation in both directions, and the use is controlled at a central point.

Imagine how it would be if the conductor and engineer decided, on their own, to run on the wrong main. It certainly did matter.

On some roads, right after CTC had been installed, some dispatchers took great pleasure in moving trains from one track to the other, just to show that they could do it. This practice irritated the men who had the responsibility of putting sacks of mail up on the arms that held them to be picked up by a passenger train that was not scheduled to stop--the mail could not be picked up when the southbound train was run what had been the northbound track.

Johnny

[wjstix]

Keep in mind too that in a few places, a railroad separated the double track mainline for a few miles so that each line could use the best possible grade in the preferred direction of travel. Technically (like in a case of a washout on one line, or a derailment) trains could run both directions on one track of the doubletrack main, but trains going against traffic might face a much steeper grade than on the correct main (where the grade would be downhill).