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Here is that BL-2 shell bash if joined at the door center .Got to do one of these with EMD SD-9 trucks . This reminds me of a Whitcome on steroids . Nice logical design .
If you were looking for another idea, there is always this: Not exactly a center-cab, but definitely bi-directional.
There are locomotives in Australia that are almost exactly that.
... I think I've settled on labeling it an F7D for dual cabs.
How come dual cabs are popular if not the absolute standard everywhere except north america?
Easy answer(s) - first, the extra cab equipment costs money, increasing the price of the loco 5-10%. Second, you'll notice non-US railroad operation is predominately short trains with single units. MU and long trains are a US thing. MU four units and you have 7 unused cabs that still need to be maintained. Third, dual cab extends primarily from British and Continental RR line development, where the ability to turn power is limited because real estate is at a premium.If dual cab advantages were a big issue here, you'd see a lot more attention paid to the trailing units of consists facing backwards. As it is, it's whatever is convenient for the hostler at the moment. I do think some RRs tried a policy in the earlier diesel days of having a backwards-facing unit, but the extra handling time (and money) didn't equate to overall reduced costs. The initial purchase cost of a full-function cab plus the ongoing maintenance are (or were) significant enough for RRs here in the late '50s and early '60s to explore cabless locomotives, but they eventually found the lack of flexibility to result in higher terminal handling costs.
I wonder if two Trainmasters would fit on a Bachmann DDA40 chassis.
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Topic: Planned centercab transfer unit bash (Read 21235 times)
