Classic Train Questions Part Deux (50 Years or Older)

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  • Member since
    September 2003
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Posted by Overmod on Tuesday, May 28, 2024 7:43 PM

Dual controls.

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    May 2012
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Posted by rcdrye on Wednesday, May 29, 2024 8:33 AM


Dual controls.


Unlike N&W and Southern, SP really didn't like dual controls.  EMD SD7 demonstrator 990 (SP 5308) came with them, but they were rarely used.  Some of the Texas Lines passenger GP9s were single-ended (on SP, short hood forward).  The dual control units were all moved to Pacific lines as Texas locals were discontinued.  All of the single enders and one of the Texas dual control units lost their steam generators in the early 1960s.  By the late 1960s, the dual control units were assigned to the San Francisco Commute pool, except for one unit based in Sacramento.  Long-hood forward operation was rare, except for the Del Monte.  Only a runaround track was available at Monterey (steam had been turned at Pacific Grove), so the "westbound" Del Monte usuall operated long-hood forward, except for the rare occasions (like April 30, 1971) where two GP9s were assigned to the train.  The Sacramento Daylight connection to the San Joaquin Daylight at Tracy, south of Sacramento, got the single GP9 and a streamlined combine on most days.  The Wye at Tracy meant that long hood forward operation was rare.

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    July 2016
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Posted by Backshop on Tuesday, July 16, 2024 10:34 AM

This thread sorta died, so here's a question to get it going again.  The US Steel/Transtar linehaul roads (DM&IR-EJ&E-B&LE) were known for a certain type of diesel power.  Not just one model, but a succession of different models.  There were two other lines, one of which could be considered an "industrial", that followed the same concept.  Who were they?


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