B-unit

For example, B-unit versions of the EMD FT with conventional couplers had a fifth porthole-style window added on the right side only for the control station.

With no driving cab, B-units lack windshields, crew seats, radios, heating, and air conditioning.

Additionally, at first, railroads bought multiple-unit diesel locomotives as one-for-one replacements for steam locomotives; as a result, railroads could not take advantage of the flexibility afforded by interchangeable units, which could be assembled into any required power output.

Finally, B-units gave a smoother, streamlined appearance to the train for passenger service.

Santa Fe ordered the GP60B model in 1991, which were the final B-units built for road service in North America as of 2005.

[1][2][3] A prominent example is the Haysi Railroad, which owned an F7B that was given radio controls and a makeshift cab.

The only exception is the DD35, which was initially created as B-unit before a similar A-unit with a cabin, called DD35A, appeared.

Most of these locomotives work on BAM rail line, located on Russian Far East.

The only exception are electric locomotives 2ES10, B-units of which received separate numbering and the «2ЭС10С» (2ES10S) type designation.

In the factory documentation, the three-unit version of these locomotives often called as 3ES10, however, this designation is not used in practice.

At the same time, the designation system of industrial quarry electric and electro-diesel locomotives is different.

In 1975, the railway company, seeking a solution for this problem, decided to adapt part of their Type 82 fleet.

However, 8275 was never converted back and served as Belgium's only B–unit, mostly in the port of Antwerp, until 2001, when it was scrapped after a collision with a truck.