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I've used MP15's MU'd with GP38 or 40's on local turnaround service.(get your cameras, kids, that doesn't happen often.) SW1500's and MP15's (and maybe other "modern" switchers have a selector switch for switching or road service. In switching mode, the unit doesn't transition. If you forget to set it, at higher speeds it just goes along for the ride. Usually, when you see a yard engine in a consist on CSX, it's on its way to Cumberland or Huntington or such for form work, so they aren't usually actually working. By the way, the old B&O liked their GP7's and GP9 with long nose forward, except for a few dual control units left over from passenger days; even they were designated long nose front. NYC also ran GP's long nose front. The short nose had a toilet (always filthy!) and a steam generator unit if passenger equipped, or a big block of concrete in its place. (weight on that truck was important for traction.) We didn't like a GP30 on the head end because they were slippery. [funny story] An old conductor went back to the short nose to "take care of business" on a GP9; next thing he knew, the head brakeman was opening the doors of the short hood while going through Hyattsville in mid-afternoon. I asked him, "What did you do, Tommy?" Tom said, "Wasn't anything I could do but grin!"
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