Looking for info on which way several roads ran their trainmasters.
Lackawanna - I have pictures showing them running both ways. On pictures where it is visible the F is on the long hood. Quite a few pictures show them pulling passenger consists short hood front. Was this standard or did they just not bother to turn them.
PRR - Since they ran most of their early road switchers long hood front I assume that they did the trainmasters as well, but have no facts to back this up. Have a few pictures but it is not evident if they are running or switching.
Reading - Don’t have a clue how they ran them. Anyone know? Have no pictures.
I would appreciate any information that can be offered
VGN/N&W Train Masters were equipped with dual controls, so they could easily be operated either way. I believe that only a handful of TM’s had dual controls.
I won’t duplicate other postings, which look correct to me. Vgn, pre-N&W, normally ran long hood forward. Reading and CNJ ran short hood forward normally, but Reading I know from personal observation would run either way if needed (e.g. the Philly-Bethlehem trains, where they just ran around the train in Bethlehem.)
Dave Phelps
Lackawanna Train Masters were set up with “F” end designated on long hood end, but were equipped wth dual controls to eliminate turning on commuter runs, hence you would see them running either way.
Reading TM’s oddly were in two series Freight units (800 class) were set up long hood forward. Passenger equipped units (860 class) were set up to run short hood forward and the "F’ on the frame reflected that practice.
I have pictures of CNJ running both ways on NY&LB in 8/58. I also have a 1954 FM publication called “The Lackawanna Story” showing engines running both ways and talking about how dual controls eliminated need for turning the engines.
Most road switchers could, and did, run in either direction at the head of a train. Quite common, when they were the only unit.
I think what’s wanted here is to know which end of the Train Master was designated as the front end by which of the owner railroads. There is only one front end, even on dual-control units.
John, I found a published photo of a Reading unit with the “F” appearing on the long-hood end.
[8D]
According to Diesels of the Southern Railway System 1939-1982 by Paul K. Withers, Warren Callaway and J. Harlen Wilson, (page 112), the Southern had five Trainmasters, built for the subsidiary Cincinnati New Orleans & Texas Pacific in May and June of 1955. The “F” is on the short hood end. The bell, is above the headlight on the same end.
I agree, the loco was probably set up as bi-directional, single controller, short hood forward, subject to correction.
They had GE model 752E traction motors, 74:18 gearing, dynamic braking, and no steam generator.
The walkways were cut down to level with their other road switchers, and they were multiple unit capable.
I have only one good picture of a TM, a CNW unit hauling a wreck train from the 1960.s It’s running short hood forward, but I cannot see a ‘F’ . I suggest looking at some of the web sites of the RRs you are interested in.
My father worked nights in the Beloit factory and told me stories about the plant, including assembly of the really big ship engines and accidents that happened on the floor. He has passed a way, but I know they were set up to run both directions.
The C&NW never owned any Trainmasters. The Trainmaster is FM model H24-66. Both C&NW and the MILW owned some H16-66 locomotives that used a similar carbody but had the smaller engine and hence a smaller radiator. These were nicknamed Junior Trainmasters. This is a railfan term and was never used by FM.
The FM H-16 I have as a model has the F marking on the end of the long hood, and it’s in Southern colors. Incidentally, the Army H-16 at the Heart of Dixie railroad museum also has the F marking at the end of the long hood, which matches the operating practices of the Southern at the time (long hood forward). I haven’t been up in the cab of that locomotive, so I can’t answer your question on whether the controls were on the left or right side, or both.
PRR Trainmasters were long end front-there are several good photos of them in Morning Sun’s Pennsylvania diesels in color.
CNJ’s Trainmasters were long end front by designation but dual control and seemed to be operated short end leading most of the time
Some members who worked for the N&W, NS, or Southern may have better information on this, but I was always told that it was an operational policy for the Southern as well as the N&W, later the NS, that lead diesels were to be operated long hood forward when on road assignments. The reason given was done for crew safety, in case of a grade crossing accident. In fact I think that most of the diesel power [thru the 1970’s] was delivered from the builders to operate in that manner. I am not sue if this was true for units assigned to the “Rat Hole” div of the CNO&TP.
Thanks to everyone. A lot of good information here. I was not aware that some of them had dual controls. I guess that explains why I have about an equal number of pictures showing tthe DL&W running them either way.
John,
remember US ARMY Trainmasters laying over at the Kingston Roundhouse (Bloom Branch) and very rarely Lackawanna TMs as well. To have had a Brownie camera! Just memories now. Can’t remember or observed leaving, so can’t identify short or long hood operation.
the Lackawanna Trainmasters never were dual controls. If they were short end in tne lead the Engineer was on the left side running backwards, or in reverse. This happened many times,but traditionally they always were long end forward.
I learn something new every day. I did not know that the Army had Trainmasters.
crbethge, Thanks for the info on the Lackawanna Trainmasters. There are two pictures in ‘Lackawanna Railroad in Color by David R. Sweetland’ which show them running short hood forward pulling commuter trains. I guess they just ran around the train for the return trip rather than turn the engines.