ApproachMedium wrote:Cab car failures are literally an every day problem at NJT. They shop for cab controls, for brake failures (EPIC II is a POS) or cab signal failure most frequently but even things like problems with the bathroom will shop a car. The toilet in the control car must be functional on an initial terminal departure.
Nothing on NJT has "auxiliary" control stands. What you are thinking of at the back of the P40s was useless and only good for shop movement. The dual control stand has been long since gone in the industry. NJT crews will just run the engine long hood forward from the single control stand that is there, which is likely what the MBTA, MARC etc has done with their engines.
I searched back into old threads on the MBTA subforum to ID the reason that the MC's don't run reverse: their AAR controls were swapped out for desktop controls during the conversion to passenger units, and that ruined all practical capability of running in reverse for more than very short movements. They can still physically do it at 30 MPH restriction, but it's been banned from road practice by the last 3 operators of the MBTA commuter rail. 2 of the units got re-modded with AAR stands and rear ditch lights during a top-deck overhaul a few years ago in anticipation of post-retirement conversion to work motors, but those microprocessor-control units are so hated by employees that the prospect of using them as switchers or work trains is treated like a sick joke. Pretty unlikely that they have any future in that role; current operator Keolis has taken to stocking up with GP38-2 leasers to buff out the work fleet, and that seems to be working out fine for them so far.
So...the entirety of non-NJT passenger locos that can run long-nose still boils down to just 31 scattered units:
-- 12 MNRR EoH BL20GH's
-- 6 CDOT GP40-2H's
-- 6 MARC GP39H-2's (however long they last)
-- 6 Tri-Rail GP49H-3's
-- 1 MNRR WoH GP40PH-2M
...if any of these are actually run that way in regular practice, which may not be true of every single one of these operators. All of these makes are outnumbered at their respective agencies by cowl units, so blanket protocol could always end up being the same as if a cab car crapped out on a P40, P32, F40, or MP36 -hauled train running the same routes: wait for the rescue engine to attach a double-draft. At any rate, it's a very small total number of units continent-wide that even retain this capability so the only thing that may be an outlier about NJT is its woeful cab car MTBF. But that's just as big a poopshow with a PL42AC or an MNRR F40PH-3C on the train as it is with an ALP-45DP, so they aren't going to lick that issue without going straight at the root problem with the cabs' reliability. That's going to cut across multiple types of power any which way, because they've always had a very mixed loco roster of significant numbers of cowl units and significant numbers of cab-or-double ended units.