- Apr 24, 2007
- Reaction score
in the UK, most passenger trains that I have seen have the Series 2 cab/UPX DMU 3000's cab at one end with power at the other end that are 3-9 cars long. Seen a few in Europe. Most of Europe use an CEM type cab at one end with power at the other end.Would be interesting to know if there is a broader plan or whether they are just marking time. The burst of enthusiasm for building CEM cabs appears to have passed, but if there was a notion of having locomotives at both ends of future hybrid or electric consists, squeezing a bit more life out of Series 2 cabs in the meantime might make economic sense. But I wonder what the locomotive engineers think about it - wasn’t one of the selling points of the CEMs a much better driving cabin?
The Series 2 Cab offer less space for an engineer than CEM. Europe and the UK don't have conductors like we do with riders sitting across from the engineer in place of an conductor.
CEM cab style can be found on EMU/DMU at both end that are power with only the driver in it in Europe. Since the law of NA require 2 person cabs, the Series 2 cabs are setup that way with a door blocking riders to them.
CEM vs Series 2 is safety for everyone at the end of the day dealing with freight traffic than GO Trains, but still safety at the end of the day. The Series 2 cabs will mostly be assign to ML corridors only from my point of view. See no issues with it until it decided what the fleet will look like in the coming decades and electrifying the system. Once we move to 15 minute service, most trains will be less than 10 cars long with a lot of 6 packs off peak.