Wide-Cab Locomotives 

it's All Great, l hope do the Rolling Stock of Amtrak in Future

union pacific dash 9

Please do remake engines of Amtrak GE Genesis police Amtrakguy365

Nah he should to hhp 8 for engines of Amtrak

I hadn’t saw this mistake in the old video, since I didn’t watched it.

Should’ve seen how bad the standard dash 8’s were. God awful locomotives and god awful cabs. I’ll gladly take anything widecab leading.

no thanks they looked like they ate a 379 then still decided to be a train

Same

Same here

wide cabs speak to you

I would prefer a traditional electric locomotive powered by overhead lines, only with a wide cab, rather than this battery nonsense.

They don't call standard cabs "Spartan cabs" for no reason lol

Both Standard and Wide Cabs are good in my opinion

Those M-420's that Alco made were as spartan as you could get the side panels on the cab interiors were peg board Try switching with those units you were always using your independent brake or your train line in order to spot cars

Yes, I think that would help clarify the reason it's called "wide cab" instead of "wide nose".

Nope, as they were made 2 years (1969) after the wide cabs came out.

They still, but mostly for passenger locomotive thats what F unit supposed to do

Probs because it's a WIDE body.

GP7 and GP9 👍

The DDA40X came a year after the FP45/F45.

Hard to tell, but it probably couldn't be worse than having a flat face to the locomotives.

The twin-cab design lends itself to rapid turnaround at railheads without having to use a turntable or wye and gives better visibility for the crew (at a cost of level-crossing collision protection). The Class 59/66 were not based on any existing locomotives. They share the same radial-steer trucks but use different engines and frames, and were clean sheet of paper designs built to specific British loading gauge and weight restrictions. The American manufacturers (Alco included) designed specific export units for European and other customers; even a "lightweight" American locomotive would be far too heavy for many European applications. If you want to see a really good illustration of how a European manufacturer would design an engine using American components, take a look at NOHAB's MY and MZ locos made for the Danish railways and compare them to their FA and SD40 counterparts.

@@rallymodeller The 66 is a original design. I heard the class 59 is a SD 40 with a new body slapped on.

American locomotives are generally much heavier -- about 200-220t, compared to about 100-120t for European locomotives. They need the weight for adhesion, so they may as well have a bit more stuff in front of the cab for better crash protection. In Europe, adding that extra weight would make the locomotive too heavy.

The noses are there for collision protection. The US crash safety standards are much more stringent than anywhere else in the world. It's why all of our High Speed trains (The current Acela and the new Acela) are never just European designs brought over here. They are heavily modified to be safer in collisions. So they are much heavier as well.

@@FFred-us9tw Are the crash safety standards really higher than elsewhere? Or is it just that your trains are heavier so you need more protection? I ask because, if you compare deaths per passenger mile for the US vs other countries, you find that you're a long, long way behind places like Japan and Germany, far behind places like the UK and France, and about on a par with places like Bulgaria.

@@beeble2003 The current Acela is similar to the TGV in many aspects and it shares many parts. But the power cars are much heavier due to added collision protection and the specifications of heavier steel for protection. Our current high speed electric locomotive fleet is the Eurosprinter but with added collision protection. So it is now heavier than the European version. So no, they don't have better collision protection because the trains are heavier. The heavier weight IS from the collision protection. And don't compare "Deaths per passenger mile". That is a typical cop-out to hide the true death tolls. Amtrak is a little over 50 years old. In total, we have had around 200 passengers killed in Amtrak crashes and of those 200, far less were any fault of Amtrak (Not Amtrak's fault if an outside force or host railroad makes a mistake). Meanwhile if you go back the last 50 years in Japan, China, Germany, Spain, the UK and India ALL have MUCH higher death tolls from crashes than Amtrak has had in it's 50 year history. Amtrak's worst death toll from a single event was 47. The 2nd worse was 16, then 11. In total only 5 crashes had death tolls above single digits. Meanwhile Germany, Japan and Spain had crashes in the last 25 years alone that killed over a 100 people in a single event. So please don't say the US is behind in rail safety. If it was then explain the facts i just posted.

@@FFred-us9tw Right but a train in Europe isn't going to collide with a 200-ton freight locomotive. Which is precisely the point that I raised. Deaths per passenger mile is not a cop-out _at all._ It is absolutely the right statistic to use, because it factors in the number of trains that are being run and the amount of time people are spending on them. If a million people use trains and ten die, that's probably a much safer system than one in which a thousand people use trains and one dies. If I take a train from Chicago to San Francisco, I'm obviously more likely to die than if I get off that train at Galesburg or wherever else that train stops in Illinois. The US performs well in terms of total fatalities simply because there are so few passenger trains in the US compared to any of the other countries I mentioned. There are four railway stations in the UK that each had more passengers in 2021 than the whole Amtrak network. Amtrak carries less than 100,000 passengers a day; UK trains had over a million per day in 2021, even though the UK has only about one fifth the population of the USA.

Screw cowl units, I want diesel B-units, electrification of major transcontinental lines, electric A-units, and electric B-units!

I too think Electrification is a Good Idea for Class 1’s. Besides, Electric A&B Units, along with Bio-Diesel A&B Units can help make Railroads more Clean for the environment. And there can be Cowled B Units with Cowl A units.