I'm working on my models and noticed there's no reverse lighting on my F series EMD's? I can imagine that's because of how they were run back in the day? (mu'd to others?)
Were they added later on? Ever? any ground lights then? Do they conform to current lighting regs?
Thanks, Joe
Replies sorted oldest to newest
I'm working on my models and noticed there's no reverse lighting on my F series EMD's?
Are you asking about a single "F Unit", or a consist of, say A-B-A units?
I can imagine that's because of how they were run back in the day? (mu'd to others?)
Still not real clear what you are asking about. The rear "A Unit" headlight when backing up? Maybe the rear of the "A Uint" by itself?
Were they added later on? Ever? any ground lights then?
All the "A Units" in the F series did have ground lights under the Engineer's side cab window.
Do they conform to current lighting regs?
Yes, they darned sure better if they are in service.
Thanks, Joe
Sorry, I was describing a single F unit.
A single F-unit made for a lousy switcher and generally wouldn't be run singly backwards in revenue service. They were awkward for the engineer or hostler to operate in reverse for any extended period of time, they would have to lean their head out the window constantly.
They might run alone in yard limits or shop terminals but there would likely be a ground man or two along to watch the rear.
There was no need for a rear light when in a locomotive consist regardless of which direction it was facing.
A rear light and its location would be at the railroad's discretion as on this Seaboard System B-unit.
Rusty
Thank you. I just found it interesting that there wasn't any on the model. I would have thought there was a need. I guess I wasn't forward thinking enough!
It's also hard to imagine back in time, before my time. Even steamers had rear lights so it seemed odd to me. I wondered how crews would drop and connect new trains at night, in the dark. I don't see any lights on my B units. I may just add some for my RR!
Great picture though.
The B&O had portable twin sealed-beam backup lights that could be hung in the end doorway of cab units.
How do I know the type of F I have? It says F2 or F3 on the box. Are there easy spotting differences? It's a CB&Q unit from Atlas that I installed PS3 and new LEDs.
I bought two other sets of MTH PS3 F series, PRR and Soo. I wish I could have got the NYC, C&O, or B&O. I have always liked the CBQ for some reasons. I like them all really. That Seaboard pictured, I had not seen before.
Sorry for the ramble.
As I recall, your model is an F2, externally indistinguishable from a phase I F3.
The Q bought F2A's to make 3 unit sets out of their FTA/B sets.
Rusty
The Western Maryland Rwy's F-7s had 1 Pyle-National single beam 200 watt back up light on the rear of the A-units as shown, the B-units had 1 at each end same position.
Courtesy WMRHS
As additional information, the "back-up light" of the rear of all the various "F Unit" models was generally for hosteling operations around the engine terminal. The rear "headlight" on steam locomotive tenders, for those railroads that even bothered with that feature, was generally for the same purpose, i.e. light moves around an engine terminal. Even when steam locomotives used in helper service, those "back-up headlights" really didn't illuminate much during reverse moves. Thus, the same thinking applied to the various "F Units" during the 1940s thru the 1950s.
Obviously, the GP and SD series diesel units had true "headlights" on both ends for bi-directional movements.
I've often wondered why the back-up light was mounted on the fireman's side of those units?
I don't have an EMD spec sheet for F7 units, but it would be no surprise if EMD offered a rear headlight at additional cost. However, in practice, most railroads were not interested in rear headlights on F-units, as they seldom operated as single units.
Santa Fe had a portable rear headlight at Snyder, Texas, kept in a box secured with a switch lock. The headlight could be attached to the rear unit of a bobtail consist, using hooks that would fit over the grab irons at the rear door of the F-unit, and a cable which plugged into the m-u receptacle and thus could sense when the rear headlight switch was turned on in the controlling unit of the engine consist. The need for such a device at Snyder was due to making a frequent side trip up a 6 mile spur to a customer who received propane in tank cars. F-units were normal motive power on that secondary main line right to the very end of their service.
Tom Did you run across a "B"unit with a control stand so the engine could be moved around the shop by its self?
Gregg, yes, all Santa Fe carbody booster units (F-units, E-units, PB1's, DL-110, Erie-Built B), as well as the factory-built GP7B's had hostler controls. The GP60B's did not. The control stand was spartanized, and only had three run positions.
Gregg, yes, all Santa Fe carbody booster units (F-units, E-units, PB1's, DL-110, Erie-Built B), as well as the factory-built GP7B's had hostler controls. The GP60B's did not. The control stand was spartanized, and only had three run positions.
Access to this requires an OGR Forum Supporting Membership
