The discussion on long hood forward brings up dual control stands. Didn’t early “dual control” locomotives have control stands on both sides of the cab while later units had on control stand more centered in its position so that the engineer could operate either direction from same seat?
the N&W Sd40 units was the only duel controll stands i know of. all southern units had only 1 controll stand and you just turned in the seat to run the things. the term dual controll means 2. Now as far as operating the dual controll units who ever was sitting in the other seat could blow the horn and hit the alerter. both controll stands were active and they could run while you took a break. the only thing needed was the brakes cut out of the one side . the reason i like running long hood forward is that all the engines from the sd 60 southern units and older had horns on both ends but if running long hood out the long hood end would only be the end blowing so it is much quieter in the cab, the short hood end horn is on the roof of the cab.
Great Northern had them also.
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The PRR/PC/Conrail E44s had dual control stands in them Did the E33s?
Most of the power the N&W ever purchased was dual control. Two control stands. Uh, Wabash, that running thing would be more trouble than it would be worth and I never saw it done. Much easier to get up and walk over to the other side.
Dual controls were hardly an N&W invention. At least some of C&O’s BL2s had dual controls. And many’s the time I’d sit on the left side of a former Chicago Great Western TR2 cab, behind the other controls. I remember startling the engineer (not in a good way) on one occasion by moving the independent brake with my finger in the hole where the lever usually went, so I’m not sure things were cut out as a rule.
Oh, by no means! I believe DL&W’s TM’s were dual as were EL and others’ bigger SD’s and GP’s in early second generation units. The innovations of (relative) high horsepower, three power axel truck, switcher body, are reasons I thought the TM’s should have been among the too 10 locomotive that chagned railroading despite the problems of the opposed pistion engine. And the dual control stands were another of the innovations…at least the first time I had heard of it except maybe the DL&W passenger GP7’s.
I have run dual control GP35s (x-N&W) and been in the cab of dual control GP7s and GP9s.
LC
My question on this one is how did they communicate?
A.)Was there some type of internal communication system; ( such as a whistle signal system in the cabs, capable of being operated from either end)?
B.) Two seperate crews?
We are talking about separate control stands, not separate cabs. Each locomotive has only one cab. Most locomotives have a single control stand on the right side of the cab when facing forward. Of course, forward is defined as whichever end of the locomotive is marked with the letter “F”.
LC
The ALCo Century C-628 units the C&NW inherited from the N&W were dual-control cabs; and they sure made for a crowded cab when there was a fireman on the jobs.
They were set up such that changing control stands was like changing the controlling unit–just cut out one control stand and cut in the other. Of course, by the time the CNW got the units, they didn’t always work like they were supposed to, but they sure were great for the ore trains.
The E33s had a single control stand set up for short hood forward operation.