We have a Norfolk Southern local (P75) that routinely departs Andrews Yard witha single engine ( usually a C40-9W) long hood lorward. I used to work this job off the extra board as a conductor. This train runs in unsignalled (dark) territory which necessitates extra vigilance on the conductor's part, especially when approaching curves and grade crossings. Much of the train's route parallels a busy 4 lane highway. The return trip is made with the locomotive in the normal position.
BaltACD With that being the case then....today's crews are totally freaked out if they have to operate a locomotive long end forward for any reason.
With that being the case then....today's crews are totally freaked out if they have to operate a locomotive long end forward for any reason.
It depends on how the unit is set up. Those new-fangled jobs with the desktop controls are pretty unsafe to run backwards. A GP or SD with a normal control stand isn't too bad, but your neck hurts after a while from checking the speedo and then turning to see where you are going. Some CN engines have a speedo in the rear wall, which should help.
Visibility still isn't the greatest when switching, not all switch stands are on the side you're on. At least going down the road the conductor can help look out his side.
We have one job that goes almost 50 miles at 10 mph. That makes for a long night running backwards. I try to do the backwards running first, while I am fresher, as coming back in hours 7-12 of a shift can be rough.
Mike WSOR engineer | HO scale since 1988 | Visit our club www.WCGandyDancers.com
Yes, it all depends on what you're used to. A question was asked on a military history site: "How could ANYONE fight in a wool uniform?" The answer? "By pulling the trigger!"
Firelock76 Take this for what it's worth, but I've read the reason 'roads ran the GP-7's and 9's long hood forward was because veteran engineers preferred it that way. The E and F cab units made them a bit nervous, as they were right out in front without 50 feet of steel between them and any obstruction on the track. Having lots of steam engine in front of you was very comforting in case someone in a car or truck tried playing "beat the train" at a grade crossing, and if you couldn't have a boiler, well, lots of diesel machinery was just as good!
Take this for what it's worth, but I've read the reason 'roads ran the GP-7's and 9's long hood forward was because veteran engineers preferred it that way. The E and F cab units made them a bit nervous, as they were right out in front without 50 feet of steel between them and any obstruction on the track. Having lots of steam engine in front of you was very comforting in case someone in a car or truck tried playing "beat the train" at a grade crossing, and if you couldn't have a boiler, well, lots of diesel machinery was just as good!
Never too old to have a happy childhood!
GP7's and GP9's set up to run long hood forward seems to have been more of a preference of eastern roads. I remember feeling that something seemed wrong when I saw a pair of Wabash GP's operating with the short hood leading on the lead unit and trailing on the second unit.
CSSHEGEWISCH One of the most obvious options was the high short hood which was distinctive to N&W and Southern. Also consider an SD45 without dynamic brakes, found only on C&NW.
One of the most obvious options was the high short hood which was distinctive to N&W and Southern. Also consider an SD45 without dynamic brakes, found only on C&NW.
Originally all roadswitchers had high short hoods and ran long hood forward. Southern and N&W were the last to change but were not alone in owning such locomotives. There is a lot to be said for the crew protection offerd by the long hood forward.
Today's pic of the 3 Es is a perfect opportunity to note the differences in the builds. Note the differences in: the placement, size and/or absence of grab rails; number of hose hookups; horn placement; "extras" [top of the Southern Crescent]; among others. Sure makes it apparent that it is more than the paint scemes that make a model road specific.
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