Southern Pacific Cab-Forward Locomotives
Southern Pacific 4004 was one of an initial batch of cab-forward MC-2s 2-8-8-2s, ordered
from Baldwin following experiments with running standard cab MC-1s in
reverse through tunnels.
from a 1910 magazine, in the
public domain
It has been suggested a number of times that with oil burning
locomotives it would be possible to reverse the customary direction of
running and by placing the tender at the other end of the locomotive
the engineer could be located where he would have a perfect view ahead
without separation from the fireman and leaving him in a position when
he could watch the condition of the fire, height of water level etc
This idea has been put into practice on some of the Italian railways
and as is shown in the illustration is now being inaugurated on
sections of the Southern
Pacific. Service with the very large Mallet articulated locomotives
two of which were built by the Baldwin
Locomotive
Works for this
company early in the year and were fully described and illustrated on
page 181 of the May and 367 of the September issues of this journal
soon proved them to be remarkably successful and this trial order was
immediately followed by an order to the same works to build nineteen
more of a duplicate pattern. These twenty one locomotives are
distributed on the various associated Lines as follows: Three to the Union Pacific
Railway arranged for burning coal three oil burners to the Oregon
Railroad and Navigation Company and fifteen oil burners for the
Southern Pacific Company. The last order for oil burners were specified
to be arranged with the cab ahead which decision in this case was
largely influenced by the necessity of operating locomotives through
tunnels and snow sheds, where the gases from the stack were very
disagreeable to the crew. This is especially troublesome on these long
locomotives where the smoke strikes the top of the tunnel and has time
to descend in front of the cab In the new design the cab is entered
through side doorways reached by suitable ladders.
The cab fittings are conveniently located within easy reach of the
engineer who occupies the right hand side looking ahead. The Ragonnet
power reversing gear is the same as on former locomotives and it is
only necessary to run a shaft across the boiler back head in order to
make the connection with the operating lever. Some slight changes of
course have been necessary for arranging the bumper beam and pilot at
the opposite end of the frames and of the deck plate at the smoke box
end both of which are of cast steel. The deck plate is provided with a
chafing block and a suitable pocket for the tender drawbar and the
bumper beam has been located well forward to protect the engine crew
from buffing and collision shocks. The tender is of the Associated
Lines standard with a rectangular tank as equipped for oil burning
locomotives.
