I think MidlandMike is right. I recall reading somewhere that the first EMD factory low nose GP9 was for a copper company so that the crew could see over their train of side dump ore cars.
Perhaps the high cabs were better to observe the ore loading process in the hoppers behind the loco.
To my knowledge high cabs have been viewed as an 'advantage' in switching almost from the beginning; the Armco Westinghouse units like B-70 are equipped with a 'Clear Vision' version of the idea. As I recall, the 'stock' C-415 ws equipped with a high cab and you had to special-order to get a lower one. Careful sightline opening-up and windows were provided on early EMDs to provide some of the sightline 'functionality' that a high or turret cab would offer.
The mining engines, I think, have raised cabs because they're better for visibility ... and the mining railroads don't have restricted clearances that would mandate a low cab. I suspect that almost any railroad would prefer the higher cab ... assuming its cost as an option were reasonable to the purchasing dept. ... if they had reasonably system- or region-wide clearances that would safely accommodate it.
It migh have been difficult to get 'too high' a cab on a switch or transfer engine; you could surely get one on a higher-speed road engine, though. I would not be constitutionally suited to operating something like a large NP or Virginian engine through tunnels only a few inches higher than the tops of the cab windows -- I keep trying not to duck, watching the videos, and never can...
Most mining operations have been using remote control by way of beltpacks since the 1970's so the high cab is not really necessary for spotting cars.
I've noticed that high-cabbed units tend to be associated with mining operations. Seems like it's usually copper mines.
Do they have the high cab because the engineer works alone, and must spot the car (under a chute or something) without help from a man on the ground?
Still in training.
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