Cabs at both ends!

[PaulWhitt20]

Thanks for all the replies. It is great to be part of a forum where you can learn so much and people are willing to share their knowledge.

From now on when I "play trains" and put two locos on, I will put them on back to back to make it look more prototypical!

Paul

[West Coast S]

GE Turbine #UP50 was delivered with duel cabs until l it was decided that the second cab was unnecessary and that conversion of the cab location could be be utilized as a fuel bunker. No other turbines ever possesed duel cabs.

[nickinwestwales]

Paul,hi- I suspect the logic is that us Brits have far shorter runs and most turntables were ripped out post `68-also as mentioned above not much over here requires more than a single unit as opposed to U.S. "8 at the front,4 in the middle and 4 more at the back for luck" lash-ups. besides,imagine a single ended Hymek ,37 or 47-wouldn`t look right at all.....regards,nick

[AntonioFP45]

An interesting twist to this.

There are or were twin cabbed E units produced!......so to speak.

I remember a few years ago thumbing through a book and receiving a pleasant shock when I saw a picture of what appeared to be a double cabbed E unit hauling a Budd Passenger train. I noticed that the horns were mounted on top of the nose. The paint scheme on the loco looked like a "red version" of ACL's old purple paint scheme.

Then I read the caption............the photo was from AUSTRALIA ! The EMD unit was called an "AA" instead of an E unit. (Might have been AA16, but I'm not sure). There was also a unit that slightly resembled the EMD F40ph. If I remember correctly, there was a twin cab version of it. The body sides had portholes like an E8, though.

Peter M636C hails from there and posted info on these units about 1 1/2 ago. He may chime in with better details.

My point:
If modelers like to freelance, here's an opportunity. The scenario, EMD produces double enders "AA" units for Queensland, Indian Pacific, or one of the other Australian railroads. The order is somehow cancelled and EMD sells them at a considerable discount to an American road which trys them out in passenger service.

With freelancing, anything is possible!

[cacole]

There were U.S. engines with control cabs in both ends, but these disappeared when passenger and commuter trains went by the wayside. Dual cab engines were nearly all used for commuter rail where engines could not be turned around but there was a run-around track where the locomotive could be removed from one end and ran around to the other end for the return trip.

Now, commuter lines such as Chicago's Metra use push-pull operation and put a control cab in the tail-end coach and leave the locomotive attached to the same end going in both directions.

[Jetrock]

Indeed, even electric freight lines tended to use two-cab or steeple-cab arrangements to allow easier bidirectional use without turning.

Also, a lot of "cab at one end" American locomotives also have controls at the back, but are less obvious because typically there's just a window and such controls are used only for back-up moves.

[dehusman]

The basic reason is that it was cheaper to build them with one cab. Some of them had dual controls (one cab, but a set of controls on each side of the cab so it could operate in either direction.)

Dave H.

[trolleyboy]

As has been said before the bulk of north american rail equipment with two cabs tended to be electric lines.On these the locomotives or powered passenger equipment had two control positions at either end,in most casa because they didn't have the room for rail infrastructure to turn the cars,ie loops wyes or turntables.Money on electric lines was tighter therefore they made less use of large rail centres for turning locomotives or passenger cars.Electric city systems which ran stricktly passenger streetcars built in loops to swing the cars back out onto the line for their return trips so streetcars were usually single ended as well. Rob

[RedLeader]

Many american locos doesn't even have a front or an end. Take for example the 44-tonners, cab in the middle, they could run on any direction and it would have been the same. Ndbprr you forgot the ALP-44, the AEM-7, E60EP and some other electric locos.

[Leon Silverman]

Three possible reasons:
1. There usually is room to have a turnatable or Wye.
2. The typical train requires at least two or more locomotives. Consequently, they are typically hooked up back to back so that the cabs for maximum versitility at minimum cost. Adding a second cab to an engine involves more than just a second set of controls. The cab structure is reinforced to protect the crew in case of collision, hence the term "Safety Cab."
3. Many commutor trains operate in a Push-Pull mode. The locomotive never changes its' position in the train but the engineer can run the train from either end since the last car in the train is equipped with an engineer's cab. In one direction, the locomotive is pulling the train. On the reverse trip, the locomtive pushes the train from the rear, hence the term "Push-pull".

[ndbprr]

The GG1 had dual cabs. Baldwin made some dual cab engines for the CNJ but that is about all I can think of offhand. I think the reason may be the differences in the size and tonnage of our trains. Since our trains generally require two engines or more anyway the second cab is redundant and expensive.

[cwclark]

the u.s. uses a consist type locomotive set up on the front of the train most of the time unless they need an extra boost in the mountianous regions where they may run an extra engine in the rear of the train for an extra push (it's called running double headed)...most US railroads will pull onto a siding and break the engines off the train then make a run around movement to move them to the other end if it has to go the other way which really doesn't happen that much...most trains go from point A to point B and then make an entirely new train going the other direction unless it's just a local freight going to and fro a certain location...US railroads use FRED's or flashing end of train devices to indicate the end of the train and to control braking that used to be the job of men in a caboose...it saves a lot of time and fuel moving the engines from one end to the other instead of a train crew walking the distance to the back of a train to a different engine consist to head the opposite direction...chuck

[PaulWhitt20]

Hi, I was wondering if anyone could answer this for me.

Here in the UK, diesel locos usually have a drivers cab at both ends so that they can be driven either way, without the need for a turntable etc.
I notice most, if not all, US locos have an engineer’s cab at one end only.

Why is this?

Thanks
Paul