About the Author J. D. Santucci (a.k.a. "Tuch") began his railroading career in 1978 as a trainman on the Missouri Pacific. After a round of lay-offs in 1985, Tuch embarked on a railroad odyssey, working in many different situations for different roads. This column tries to explain some of the nuts and bolts of the job and also demonstrates what we have to deal with on a regular basis within and without the industry. Tuch currently works through freights out of Chicago for Canadian National/Illinois Central. ©1999, 2003-2007 JD Santucci. Logo ©2002 The Railroad Network. By J.D. Santucci

June 9, 2003
I had been planning on sending out part two of “Laying a Little Iron” this time, but the photos to accompany it have not yet been posted to the web site that is going to host them. And being that it has been almost a month since that last column went out, I figured I needed to get something out to all of you, so here we go.

A few years ago I took you on a tour through a standard locomotive cab which has often been refered to as the “Spartan” cab. Way back then I mentioned that we would take another tour again in the future, with next tour being through a super cab. Well that future has finally arrived and now it is time get around to it with today’s lesson.

There are a couple of interior versions of super cabs, one with the standard control stand and one with the desk top control stand. With these differences come some changes to the interior to get everything needed and required to fit in space provided. There is only so much room in there and every item must be placed accordingly.

While once an option chosen only by the Canadian railroads, the super cab made huge inroads onto the U.S. railroads beginning in the very late 1980’s and early 1990’s. Within a few short years, the super cab became the preferred choice of locomotive cab. Only two railroads, Illinois Central and Norfolk Southern continued to choose the standard cab for their locomotive orders by the mid 1990’s. The preference was so overwhelming that both Electro Motive Division of GM and General Electric made the super cab the standard and the standard cab the option on new locomotives.

When NS and CSX agreed to purchase and split Conrail, the very last order of SD70’s ordered for Conrail (which were to be assigned to NS after Conrail was split) would go to NS. This power came equipped with the standard cab. By the latter 1990’s even NS decided to go with the now standard, super cab on their new locomotive acquisitions. IC’s very last order of new locomotives (before their merger CN) was ordered with the standard spartan cab. The IC 1039 has the distinction of being the very last locomotive ordered for and used in North America to be built with the standard Spartan cab.

By the end of the 90’s, both of the major locomotive builders dropped the standard Spartan cab from their catalogs. Today, the super cab is it for all road switcher type of power.

For those not familiar with the Whisper Cab (an exclusive EMD option that is trademarked and copyrighted), this option had the cab isolated from the rest of the locomotive structure. It is separated from the rest of the car body using bushings to fill the gaps. If you look at a Whisper Cab locomotive, you will see what resembles weather stripping between the front of the cab and the nose and the back of the cab and the car body.

The cab is actually isolated from the rest of the locomotive, but attached using a special type of connection system. This system vastly reduces noise in the cab of the locomotive. Even with the throttle is run 8 and the locomotive under a dead pull, the noise level in the cab is very low and the crew can speak back and forth across the cab in normal tones. This system greatly reduces fatigue caused by the constant exposure to the high noise levels and the having to shout back and forth across the cab. Road noise from the track bed below is also greatly reduced. It is so quiet in the cab when the locomotive is idling it almost seems that the engine is dead.

Now when the windows are open, you can still get blasted out of the cab by the whistle. Surrounding noise from the outside (including the sounds of the prime mover revving and reverberating from overpasses and cars along side the locomotive) will enter the cab. The dynamic brake system is also somewhat noisier in the cab (even with the windows closed) but still quieter than the regular version.

The only real drawback from the on-board crew perspective is that the Whisper Cab units tend to ride rougher. Being that the cab is isolated from the rest of the car body, it will shake and wiggle more on rougher track. You can look at the front of the cab where it meets up with nose and readily observe the motion of the cab whereas the rest of the unit is more stable. Despite the excess motion and rougher ride, I’ll tolerate it in exchange for the quieter environment in which to work.

With this background complete, we will now begin our tour using the cab of CN 5718, a super cab, standard control stand equipped SD75I. The 5718 is part of the single biggest order of locomotives CN ever purchased. This particular locomotive was built in 1996 and carries frame number 959616-93. It features the Electro Motive Division option of the whisper cab; hence the “I” (for isolated cab) in the SD75 model description. We begin our tour by climbing the four steps on the front staircase up to the front catwalk. The front cab door opens from the right to the left. On General Electric super cab units, the door opens from left to right. This door overlaps when it closes instead of sealing flush. This is a safety feature in the event of a crash. The door will not be pushed inside the nose.

We head on in first encountering the storage area in the wide nose. To our left we observe a tool locker. Inside this locker are supplies needed for situations that may arise. There are tools like a hammer and chisel, a sleeve to use on a broken train line, cotter pins and some other items.

To the right is a rack that holds several extra air hoses. There is also a wrench used to change hoses, a flagging kit with fusees and a red flag, a stretcher (required by law in Canada), a switch broom for cleaning snow, a straw broom for sweeping out the cab and a chain. The sander relays for the number one set of trucks are also located on the right side.

There are also two lights, one at eye level and one on the floor. The top light is operated from a switch located inside the door while the bottom one is operated from a switch located on the control stand.

Another door (a steel one) leads us into the corridor inside the front of the cab itself. To our left is a cubbyhole that holds the microwave oven. A collective bargaining agreement in Canada requires a microwave oven on all trains with crews that operating in interdivisional service. The electrical system on locomotives is a 74V system and these ovens are useless in your house with a 110V system.

Below and to the left of the microwave is the event recorder. This item is required by law in the United States. Information about speed and other specific functions are recorded and able to be downloaded onto a disk for readout and review. I am planning on doing a piece about event recorders and will delve deeper into the use at that point.

On the right side of the corridor is the toilet. This is a rather cramped room with a free standing stainless steel toilet. A holder for a roll of toilet paper and a rack for holding supplies like crew packs are located in this room. There is also a pull down wash basin that drains whenever the basin is placed back into the storage position. There is also a garbage can mounted on the privacy door. A light switch is located outside to the left of the door leading into the toilet.

Along the right side of the three steps leading up into the cab itself, is a refrigerator. This handy item is another required by law in Canada. Drinking water is kept ice cold in here. Employee lunches are also frequently stored in the “fridge” as well.

As we climb the stairs we encounter the back side of the standard control stand to our left. On the kick panels of the stairs are vents which are part of the air circulation system of the cab. A walkway light is located next to the bottom step for safety and visibility.

At the top of the stairs we observe a seat directly in front of us. This is the third cab seat and is about right in the middle section of the cab and placed right in front of the high voltage cabinet. We swing around to our left and move into the Engineer’s side of the cab, which is actually the rights side of the locomotive as you are facing the front of the cab. Like in standard cab locomotives, this control stand is to the left side of the Engineer as they face forward.

After a vote by CN Locomotive Engineers several years ago, it was overwhelmingly decided to go with the standard control stand as opposed to the desk top variety that was installed in the SD50F, SD60F and Dash 8-40CW locomotives. Over 80% of the Engineers voted in favor of returning to the standard control stand. On all new CN locomotives obtained beginning with the Dash 9-44C and SD70I’s the standard control stand again became the standard.

On CN locomotives, the control stand is mounted in the bi-directional mode. In this manner, the control stand is mounted parallel to the right side cab wall as opposed to being mounted at an angle towards the front of the locomotive and facing the Engineer. In this bi-directional mount, the controls are easier to operate when operating the unit long hood forward or backwards as it is often referred.

We tour the control stand beginning with the upper left hand corner. First on the tour is the Control Display Unit (CDU). This box, mounted in the dash so to speak, is often referred to as the head of train device. It is linked with the end of train device and displays information to the Engineer such as tail end air pressure, whether the rear car is moving or stopped, and if the highly visible marker light is being displayed among other information. It also has controls for the Engineer to use to link up and arm the tail end box to the head end box for two way operation and also the dump switch for placing the tail end of the train into emergency. Pulse (now Wabtec) CDU’s designed for Canada are set up slightly different than those used in the US The displays are different as there are only six information lights as opposed to the eight used on American models. The wiring hardware is also of a different pattern and they are not interchangeable with each other.

Just below the CDU is the radio. It is also mounted in the dash. It is the popular Motorola Spectra series radio with 97 channel capability. On the side of the control stand is the handset for the radio which is cradled in a plastic mount. It is connected to a jack in the control stand which is connected to the radio itself.

Below the radio is the rack with the automatic and independent brake valves. They are the WABCO 30CW schedule and often found on the desk top control stands. To make it work on the standard control stand, the unit is simply turned sideways with the automatic brake valve on top and the independent brake valve at the bottom. They still work exactly the same as designed though.

Below the brake valve rack are (from left to right) the rear headlight control switch and cab vent and heating control switch. While this locomotive is not equipped with air conditioning, those that are also have the A/C control on this switch. The rear headlight switch, like the front headlight switch has three settings; dim, medium and bright. Another switch we will observe in a moment controls the ditch lights in conjunction with the headlights.

Back up to the top and right of the CDU is the whistle handle. On these locomotives the whistle valve is not an air powered device but rather and electric switch. Whenever the whistle is sounded, the bell automatically turns on as well.

Right below the whistle handle is the bell. This is also an electric switch as opposed to being air powered. This switch has two buttons, one for on and one for off. Below the bell is the horn sequencer button. This button, when depressed, automatically sounds the whistle in the required, two longs, one short and one long sequence. On EMD built locomotives this sequencer does not calculate speed so it sounds in the exact same manner all the time. This means if you are moving at say 30 MPH, the sequence will sound completely well before you each the crossing and then repeat until you stop the sequencer. I prefer to sound the whistle the old fashioned way. The bell also is sounded when the sequencer is activated. Pressing the sequencer button again will stop the whistle and turn off the bell.

Next in line comes the alerter reset button, also known as the reset safety control. This must be depressed to acknowledge the alerter when it begins to flash and the alarm begins to sound, if you wait that long to acknowledge it. There is also a foot pedal to acknowledge the alerter as well. This pedal is placed directly in front of the control stand in the area below the throttle.

The manual sander and lead truck sander buttons are below the alerter reset. On these units both of these switches are buttons to be depressed and held. On some models there is either a toggle switch or a large knob. An attendant call button is just to the left of the sander buttons. On the newer CN power instead of this sounding a bell, it is an electronic beep that sounds exactly the same as the alarm sounded when a truck backs up. This beep is also what sounds when there is a locomotive failure.

Below all of this is the on/off switch and dimmer switch for the rear speedometer. Beginning with the SD75I model and the Dash 9-44C models, all new CN locomotives have an additional speedometer mounted on the high voltage cabinet behind the Engineer. This is a very handy item as it places a speedometer in the direction in which you are moving. This makes it much easier to observe your speed without being required to have to constantly turn around and look at the speedometer thus taking your eyes of the road constantly. That translates into a safer working environment.

Back to the control stand now; to the right of the above mentioned equipment are the gauges. There are two duplex gauges for the air and brake system. One is the gauge that reads equalizing reservoir and main reservoir pressure and the other reads brake pipe and locomotive brake cylinder pressure, all in pounds per square inch. To the right of these gauges in an air flow gauge that measures the flow of air pressure in cubic feet per minute through the brake pipe.

To the far right is the amp gauge. The grid on the right side of this gauge measures the amperage for traction to move the locomotive and the train. The left side of this gauge reads amperage being generated in dynamic braking.

There is a ledge below these gauges. This is the optimum spot to place a coffee cup, soda or water bottle and other items. Just below the ledge are the dynamic brake controller, throttle handle and reverser handle. Aside from their placement, the other way to tell their difference is the way they are positioned. They are the same style of handle, oval in shape. We will discuss these handles a little more in depth later.

There is a slow speed controller switch used in conjunction with the slow speed setting in the microprocessor. This switch increases or decreases the speed in increments of 0.1 MPH from a super slow speed of 0.1 up to 10 MPH. This feature is used for loading unit coal or rock trains where constant very slow speeds are required.

To the right of the throttle there is a red alarm silencer button used when an engine alarm is sounded. To quiet the alarm so it doesn’t drive you completely nuts, you depress this button. It silences the alarm and illuminates a lamp inside the button. The lamp reminds you of an alarm indicating some sort of mechanical or electrical problem with this or a trailing locomotive in the consist without having to listen to that constant beeping sound. The lamp stays illuminated until the problem is resolved or the offending unit is isolated to silence the alarm.

Below the alarm silencer are the ditch light control switches. There are two switches, one for the front and one for the rear ditch lights. These switches allow for the ditch lights to be turned off when the front or rear headlight of that unit are operated in the bright setting. Whenever the toggle switch for either switch is in the on position, that set of ditch lights will automatically illuminate when those headlights are turned on to the bright setting. The front headlight control switch is right below the ditch switch.

To the right of this group of switches starting from the top to the bottom of the far right side of the control stand are several clusters of sliding switches. They include the Engine Run, Generator Field, and Fuel Pump & Control switches, the Gauge Lights, Pilot Lights, Number Lights, the Ground Lights, Step Lights Front, and finally Step Lights Rear. On the far right side of the control stand (which faces the front of the cab) is the dimmer switch for the gauge lights. About a foot below the dimmer switch is a holder for the reverser handle when it is removed from its operating position.

Let’s jump over to the left side of the control stand on the actual left side of the stand itself. Below the radio handset holder is the regulating valve. This round, knobby valve is used to set the equalizing reservoir pressure. Below this valve right above the floor is the MU2A valve. This valve is used to cut in or cut out the independent brake valve.

In the very front of the locomotive is a shelf of sorts. This is the area above the front right cubby hole, the toilet on the left, the front entrance to the cab and below the front window. It comes in handy to place various items like crew packs.

Above the shelf and the front windows is what looks like a cabinet. From left to right on this cabinet we have the computer screen and its keypad. On this screen we have access to various locomotive functions and features. Instead of a traction motor cut out switch, we use the computer to cut them out. And with this system we can cut out individual traction motors instead of cutting them out in the pairs of 1 & 6, 2 & 4 or 3 & 5 as with the rotary style cut out switch.

This screen is also displays horsepower output, malfunctions and failures and dynamic brake output. Set up for the slow speed function is also achieved using this screen. There is also a mode to run locomotive loading tests and other features for the mechanical department. There are also several other functions available in this system including a fault archive which can track locomotive failures.

To the right of the screen is a grid of lights. This grid is broken into six, one inch squares. Each square has a specific indication. On this particular unit only four of the six are used; Wheel Slip, Pneumatic Control Switch (PCS Open), Slow Speed (illuminated when this system is engaged) and Brake Warning (when there is excessive current in the dynamic brake grid. While the others are white in color, the PCs square is red and the brake warning square is yellow.

To the right of the indicator light grid is the toggle switch and dimmer control for the Engineer’s reading lamp. The reading lamp is located on the underside of this cabinet. Another toggle switch operates the heaters in the windshield. A light next to this switch illuminates when the heaters are activated. The area where all these switches is located is set up with a system of latches and a hinge on the underside. This panel can be unlatched and swung open to allow for access to the inside of this area by mechanical forces.

Below the shelf and just to the right of the control stand is the rack with the speedometer. A dimmer switch is located to the right of it. The alerter indicator light and alarm is also located on this rack to the far right.

To the far right below the shelf is a table. This table even has a cup holder. A set of safety bars surround this table area.

On the right side of the cab are four windows. Two of them are sliding windows. Outside of the front slider is a full length rear view mirror. A full length mirror is also located on the Fireman’s side as well. Back on the Engineer’s side behind the rear slider is another mirror, about one fourth the size of the big one. It faces the front of the locomotive. When it is adjusted correctly, it allows you to observe the front steps on the Engineer’s side. It reflects back into the large mirror so you can easily observe what is happening so that you don’t have to hang your head out the window. With the design of the cab being what it is, you cannot see anybody boarding or detraining from the front of the locomotive. This mirror allows you to observe these activities making it an important safety feature.

Above the windows is the cab light. To the right of the cab light is a group of three knobs. These knobs operate the windshield wipers on the Engineer’s side. The top one operates the rear wiper, the middle knob operates the front center wipers and the bottom knob operates the front wiper directly in front of the Engineer. On the Fireman’s side is this exact same arrangement of cab light and windshield wiper controls.

There are three vents directly above the window frame, two of them with sliding louvers to adjust the air flow. Again, this same arrangement of vents is located on the Fireman’s side as well.

On the floor below the windows is another set of vents. These vents along with the ones above the window allow for sufficient air flow throughout the entire cab. There are additional vents arranged like this on the Fireman’s side of the cab as well.

We turn now directly behind the Engineer’s side of the cab and observe the high voltage cabinet (HVC). The door on the far left (as you face the cabinet) allows access to the battery box. There is the knife switch that connects the battery circuit. There are various circuit breakers inside this cabinet as well. On the outside of this cabinet door is the previously mentioned rear speedometer. This speedometer makes it much easier to monitor your speed when operating long hood forward or when you are backing up and facing the direction of the movement.

There is a holder that keeps a tag with a chain. This tag is marked “Handbrake Applied.” When you leave a locomotive unattended and apply the handbrake, this tag is removed from the holder and placed onto the control stand to warn the next Engineer of the handbrake being applied on this and possibly trailing units in the consist. The chain on the top of this tag allows it to be hung from the whistle handle.

Below the speedometer on the door below the battery box door is a holder for the locomotive work reports. These reports are required to be filled out by each Engineer that operates the locomotive. On CN these reports are known as 538-A reports. There is also another form called the F-1443 which is the daily inspection report which is also located in this holder. This form is required to be filled out in conjunction with performance of the daily inspection in addition to the daily inspection card that must be filled out.

To the right of the battery box door at the top of the high voltage cabinet is a set of switches and knobs. The switches (sliding switches like on the control stand) operate the dynamic brake cut out, dynamic brake circuit breaker, engine room lights, HVC lights and Fresh Air/Make Up Blower. One of the knobs operates the multiple unit headlight control and the other is the isolation switch. The isolation switch is used to take a unit “off line” isolating it from responding to the throttle or dynamic brake. It also silences the alarm resulting from a failure or problem on that particular locomotive. Also on this panel is the emergency fuel cut off button. A gauge located on this panel also measures battery charge.

There are several other doors located on the HVC. Several of them have holders of some sort or instructions badges for operating the EMDEC computer, draining the cooling system and toilet. One of the holders keeps a red tag that is marked “Do Not Start” and the other side reading “Leave Isolated.” This tag is hung from a hanger over the isolation switch to notify the Engineer to observe the instructions on whatever side of the tag is facing out.

The other holder is of clear plastic and arranged into four sections. One section holds the 31-0006 Yellow Card. This is the card required in Canada to verify the mandatory quarterly and periodic inspections required on locomotives. Another section hold the F6180-49A Blue Card, This is the US counterpart to the yellow card. In the US the blue card must be on display in a conspicuous location with the cab. The yellow card is not required to be displayed in the US but for logical reasons always kept on display. The third holder carries Federal Communications Commission form 410. This is the Certificate of Canadian Radio Station License and Permit for Operation in the US The last section holds the daily inspection card. The daily inspection card must be filled out once each calendar day the locomotive is in service. The date, location, time and name or initials of the employee performing this inspection must be placed on this card.

Below the card holder rack is a case that holds paper towels or crew packs and moist towellettes. A garbage can is mounted on the floor to the right of the HVC below the Fireman’s side rear window.

Over to the Fireman’s side now; despite the fact there are no longer Fireman on the railroad, traditions die hard. I still call the left side of the cab by the traditional old name even though it is really now the Conductor’s side. At the front of the cab right behind the front shelf and in front of the seat is a desk. This desk provides the Conductor with a secure surface to write and perform other duties. This desk opens swinging up from front to rear. Inside the desk required forms, crew packs, rulebooks and other items may be stored. On all units assigned to Canada, a copy of the Canadian Railway Operating Rules and the supplement to it are kept on board and normally stored in the desk.

To the right of the desk top is a cup holder and hot plate (required by law in Canada). A coffee pot is part of the hot plate. Coffee can be brewed in this pot (there is a basket inside for this purpose). Below the hot plate is another radio handset for the Conductor’s use. An emergency brake valve handle is also located to the left of the handset.

Above the desk from left to right are a radio volume control that operates the volume for a speaker above the Conductor as well as their handset, the reading light toggle switch and dimmer switch, a speedometer dimmer switch, the speedometer and a switch to operate the lights inside the nose and corridor. The reading lamp is mounted to the underside of the cabinet above the Conductor’s desk.

Now we move to the right of the desk. Above the step are a group of red marker lights. These lights are tied into the headlights and ditch lights. There are four sets of lights arranged in groups of two. Whenever any set of headlights and/or ditch lights are illuminated, the corresponding marker lights will illuminate. An illuminated number light is also located here. The road number of the locomotive is posted here, in this case the 5718. The light inside of this is tied into the gauge lights on the control stand.

There is a cushion located at the bottom of this section mounted to the area right above the stairs. This cushion is provided so that taller employees do not whack their heads against the hard steel. Ya, it happens.

As we scan around the inside of the cab, we observe that it is painted a beige color which is very pleasing to the eyes. The ceiling is made up of a plastic fabric instead of steel. A fluorescent light is placed in the center of the ceiling to offer greatly improved interior lighting.

To the left of the illuminated road number is the statement “Fully Equipped CTC and FRA 223 Glazing” This same statement appears in French immediately below the road number.

The road number in decal form is located immediately above the computer screen.

There are three seats in the cab, the previously mentioned center seat as well as one for the Engineer and one for the Conductor. These seats use cloth fabric on them which makes them cooler in the summer. Their overall design also makes them more comfortable as there are two separate adjustments (on the Engineer and Conductor seats only) to move them forward and backward; one on the pedestal they are mounted on and one that allows them to truck forward and back where the pedestal is mounted on the cab wall. There is height adjustment, back adjustment, and bottom cushion adjustment to allow the pitch of the seat to be adjusted as well. All of the seats include armrests and also adjustable height footrests. These footrests can also be rotated (independently from the seat) to other positions.

There are four sun visors, two on each side of the cab that are fully adjustable.

The front windshield is two separate pieces, one on either side of the front center post of the cab. These windows, like the side and rear windows are made up of what is referred to as “missile resistant” glass. No, it won’t stop a Stinger missile from blasting through it, but they are designed to stop the projectiles or missiles thrown at us by those with a passion for trying to injure or kill railroaders. They also stop and resist smaller caliber weapon fire. Having been shot at several times in my career, I can testify to this fact. Like an automobile windshield they are made up of two separate pieces of glass (a different type than normally used in automobiles) with a sheet of plastic in between them. There is also a special coating on the exterior side of the glass as well.

With the type of heating and ventilating system common to these units, window heaters are part of this windshield system. There are no columns or vents for forced air to blow against the windows to provide defogging and defrosting. Unlike the rear window defroster on most automobiles though, this system doesn’t use a grid of wire strips all through the glass, just one single strip at the very top and bottom of each plate of glass. The front and rear windows are equipped with this system.

There are a total of six front wipers, arranged in groups of one and two on either side. There is directly in front of the Engineer and Conductor and a group of two on either side of the center portion of the windows. There are single wipers on both rear cab windows.

The control stand is painted a light brown with the section for the throttle, dynamic brake and reverser handle molded in black plastic.

The throttle and reverser handles are oval in shape. Aside from the difference in height placement (dynamic brake above the throttle handle) they are also mounted to designate their difference. The throttle is mounted with the wide spot of the oval sitting vertical. The throttle handle is mounted with wide spot of the oval horizontal. They also pull in opposite directions.

If you recall the CSX locomotive and cut of cars that got away in Ohio last year and ran for miles with nobody on board, you might recollect the “formal” explanation given on how this incident occurred. It was stated the Engineer accidentally pulled the wrong handle wanting to pull on the dynamic brake instead of the throttle. Among other reasons, with the fact the throttle and dynamic handles are mounted differently and pull in opposite directions I do not buy into this explanation at all.

One final note before we conclude today’s tour; every label and instructional sign or badge on this locomotive is written in both English and French. Being that CN has a significant operation in Quebec and this province is the corporate headquarters of our company are probably significant factors of this philosophy as well. If I recall correctly, most of the Canadian Pacific locomotives I have ever operated were all marked in English only.

As you can see, the super cabs, also known as Canadian cabs owing to their origin there can really be considered comfort cabs. For the most part, they have been well designed. CN and the locomotive builders worked closely together to achieve such a working environment. Over the years, modifications have been made. Comparing the earliest models to what has been produced in the past seven or eight years, today’s version is far superior. The nose has been redesigned, the placement and location of some of the interior features have been changed and the type of windows has also been changed.

The windows and the nose are two big changes that are readily visible to the trackside observer. The earlier super cab units had a four window arrangement in the front. This created three separate posts between the windows creating sort of an irritation factor. This was changed to a two window arrangement with a single post separating them and offering a clearer view for the crew on the locomotive. It also gives a feeling of more openness and less of the cramped feeling.

The shape of the nose has been modified as well. This offers a little more space inside as well as a little better visibility. This also allowed for a change in the front windows. The bottom right area of the Engineer’s window and the bottom left area of the Conductor’s window drop down lower than the rest of the window bottom allowing for better visibility. This gives it a look sort of like this:

...instead of just a rectangle. There are two major drawbacks to the super cab units though. The first is the loss of about twenty feet of visibility immediately right in front of the locomotive. In exchange for the increased comfort and ergonomics of the cab though, I have learned to live with this impairment. The other is on units not equipped with air conditioning; these cabs can get extremely hot when it is very warm outside. The central ventilating system essentially re-circulates the already heated air in the cab. The sliding side windows do not allow for great air circulation inside the much larger cab area, so it does get and stay much hotter in there.

While some railroads with the super cab have not opted for some of the features CN locomotives have, they are still roomier and usually more comfortable than the old standard cabs.

And with that we conclude today’s tour. At some point we will tour the interior of a super cab unit equipped with the desk top control stand. Stay tuned. Watch your step as you detrain and have a good day.

And so it goes.