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Multiple working

Multiple working is a railway operating practice primarily employed in the United Kingdom, in which two or more locomotives, diesel multiple units (DMUs), or electric multiple units (EMUs) are mechanically coupled and electrically linked via jumper cables to allow control by a single driver from one leading cab. The term is primarily used in the UK, though similar systems operate worldwide under different names.^[1] This technique enhances traction power for demanding operations, such as hauling heavy freight or navigating steep inclines, while optimizing crew utilization by eliminating the need for additional drivers in trailing units.^[2] Compatibility between vehicles is achieved through standardized coding systems, such as the electromagnetic Blue Star system widely used in first-generation British Rail diesel locomotives and multiple units, which synchronizes throttle, braking, and other functions across coupled units.^[3] Other codes, such as Yellow Star for Western Region diesel-hydraulic locomotives, were developed for specific classes to ensure interoperability.^[4] The origins of multiple working trace to the mid-20th century modernization of British Railways, coinciding with the shift from steam to diesel and electric traction starting in the 1950s. In contemporary UK rail networks as of 2025, multiple working remains essential for both passenger and freight services, supporting hybrid and electrified formations while adhering to safety standards set by bodies like Network Rail.^[5]

History

Origins and invention

The Liverpool Overhead Railway, opened on March 6, 1893, marked the world's first use of electric multiple units (EMUs), featuring lightweight two-car sets powered by 60 horsepower motors and controlled from the leading cab via electrical systems.^[6] This pioneering implementation allowed synchronized operation of multiple cars without mechanical connections, using electric signaling for acceleration and braking across the seven-mile elevated line serving Liverpool's docks.^[7] The system also introduced innovations like automatic signaling and electric color-light signals, establishing key principles for power distribution and train coordination in electric traction.^[6] Building on early electric traction experiments, American inventor Frank J. Sprague developed the multiple unit (MU) control system in 1897, drawing from his prior work on elevator controls to enable a single operator to manage multiple motors across an entire train from one cab using low-voltage electrical signals.^[8] Sprague's design emphasized synchronization of acceleration, braking, and power distribution, eliminating the need for mechanical linkages and allowing flexible train formations.^[9] This invention was first practically implemented on Chicago's South Side Elevated Railroad in 1898, where 120 cars equipped with four motors each utilized series-parallel control for efficient speed regulation and operation on the newly electrified line.^[10] The system's debut revolutionized urban rail operations by improving efficiency and capacity on elevated railways.^[11] Sprague's MU control laid the conceptual foundation for later expansions, including adaptations to diesel-electric applications in the 1920s.^[8]

Adoption and evolution

The adoption of multiple unit (MU) control systems expanded significantly in electric locomotives during the 1910s and 1920s, particularly for interurban railways where longer consists were needed for efficient passenger and freight service. This built on Frank J. Sprague's foundational electrical principles from the late 19th century, adapting them for heavier interurban applications to reduce crew requirements and improve operational flexibility on expanding electric networks.^[12] By the mid-1920s, such systems were standard on many interurban lines, enabling consists of up to four or more locomotives while maintaining precise synchronization. The transition to diesel-electric locomotives in the 1920s marked a pivotal shift, as MU control was adapted from electric precedents to accommodate internal combustion power. Pioneering efforts included the introduction of pneumatic controls for throttle and braking, first implemented by Westinghouse in 1926 for diesel switchers on the Long Island Rail Road, which allowed multiple units to operate as one under a single crew.^[13] Electro-Motive Corporation (EMC), established in 1922, contributed to this evolution through its early gas-electric railcars and subsequent diesel designs, incorporating similar pneumatic MU systems to synchronize engine speed and power output across units.^[14] The first production diesel-electric switchers, built by the ALCO-GE consortium in 1925, were designed with MU capability, demonstrating the technology's viability for yard operations and setting the stage for broader road freight applications.^[15] By the 1930s, MU systems evolved into hybrid pneumatic-electric configurations, enhancing reliability for longer consists on mainline services. These setups used electrical circuits for fine traction control while relying on pneumatic lines for robust braking and throttle propagation, allowing trains of six or more locomotives to function cohesively over extended distances.^[16] EMC's 1935 passenger locomotives and 1939 FT freight demonstrator further refined this approach, with modular A-B unit designs enabling flexible MU combinations that boosted tractive effort to over 120,000 pounds.^[15] Early standardization efforts by railroad industry groups in the late 1920s promoted uniform receptacle designs to facilitate interoperability, with full adoption of the 27-point standard occurring in the 1930s.^[17] In the United Kingdom, multiple working principles were specifically adapted during British Railways' modernization in the mid-20th century. The shift from steam to diesel and electric traction in the 1950s introduced diesel multiple units (DMUs) for branch and suburban services, with the electromagnetic Blue Star system standardizing control for first-generation diesel locomotives and units, enabling synchronized operation across compatible classes.^[3]

Technical principles

Control systems

Control systems in multiple working, particularly in the United Kingdom, rely on electro-pneumatic mechanisms to synchronize operations across coupled locomotives or multiple units, allowing a single driver to control the formation. The Blue Star system, standard on many first-generation British Rail diesel locomotives, uses 27-way jumper cables to transmit electrical control signals, typically at 110 VDC, along with a through control air pipe to regulate functions such as engine speed via pneumatic governors.^[18]^[19] These signals control throttle positions, direction, and braking across units. For example, electrical commands from the lead unit activate pneumatic valves and relays in trailing units to ensure uniform response, with the control air pipe maintaining consistent pressure (around 70-100 psi) for governor adjustment and auxiliary functions like sanding.^[19] Dynamic braking and traction effort are synchronized electrically, approximating equal load sharing among units, where power output per unit is balanced to meet total train demand. Safety features include interlocks for emergency braking propagation via the jumper cables, ensuring all units respond simultaneously to dead-man switches or overspeed conditions.^[20] Pneumatic elements manage braking and auxiliaries through interconnected air lines. British Rail systems transitioned from vacuum to air brakes in the 1970s, with main reservoir pressures standardized at approximately 100-110 psi for passenger services and slightly lower for freight, distributed via hoses between units. Brake cylinder pressures are regulated to 45-60 psi for consistent application, while horns and bells may use electrical actuation over the trainline wires. These originated with the adoption of diesel multiple units in the 1950s to enable efficient branch line operations.^[21]

Interconnection and coupling

Interconnection in UK multiple working combines electrical jumper cables with mechanical drawbar couplings and pneumatic hoses for synchronized control and force transmission. The primary electrical interface for Blue Star-equipped locomotives is a 27-way jumper cable, which carries control signals for traction, braking, and auxiliaries, enabling the lead unit to command trailing units without separate cabs. Compatibility is ensured through standardized coding (e.g., Blue Star for most classes), with variants like Yellow Star for specific electric locomotives to match fleet diversity.^[18]^[20] Mechanical coupling for locomotives typically uses traditional chain link or screw couplings with buffers, manually connected to transmit tensile and compressive forces up to 500 kN, absorbing shocks via draft gear. For multiple units, automatic couplers like the Scharfenberg or Dellner may integrate electrical and pneumatic connections, facilitating rapid assembly in passenger services.^[22] (Note: Avoid direct WP use, but concept from search) Pneumatic hoses connect the brake pipes and control air lines, charging the system to full pressure (e.g., 110 psi for air brakes) in 10-20 seconds per connection, ensuring brake continuity. Compatibility challenges with non-standard units require adapters, potentially limiting speed or formation length for safety. To prevent control conflicts, systems incorporate isolation switches and unidirectional signal flow in the jumpers.^[21]

Locomotive applications

Diesel locomotives

Multiple working is widely applied in diesel-electric locomotives for freight operations, where consists of 2 to 6 units are controlled as one from the lead cab, managing the prime movers (diesel engines) and traction motors across all units via standardized electrical and pneumatic connections.^[23] This setup enables railroads to handle heavier loads by combining locomotive power without requiring separate crews for each unit.^[23] A seminal historical example is the Electro-Motive Division (EMD) F-series locomotives introduced in the 1940s, which popularized multiple working through 27-point MU wiring that allowed seamless synchronization of throttle, braking, and other functions.^[24] The EMD FT prototype of 1939 demonstrated this capability in A-B-B-A configurations (cab units paired with boosters), and subsequent models like the F7 (produced 1949–1953) built on it with 1,500 hp per unit, enabling consists such as four F7s to deliver a combined 6,000 hp for enhanced freight hauling.^[24] In the United Kingdom, British Rail Class 37 locomotives used the Blue Star system for multiple working, enabling operation with other compatible classes like the Class 47.^[25] In power sharing, each diesel engine operates at the same RPM through governor synchronization, typically using Woodward-type governors that adjust fuel rack positions via electrical solenoid codes transmitted over MU circuits to balance load and alternator excitation.^[23] The total tractive effort equals the sum of individual locomotive outputs, as traction motors receive coordinated power from the engines without mechanical linkage.^[23] Key advantages include reduced crew requirements, as a single operator manages the entire consist, lowering labor costs and improving safety through unified control.^[26] For diesel-specific benefits, MU operation enhances fuel efficiency by balancing loads across units, which distributes tractive effort to minimize wheel slip on grades and optimize engine performance under varying demands.^[26] Limitations arise from the need for all engines to maintain synchronized speeds, including during low-power phases, which can cause the engines to run at minimal load, accelerating engine wear due to incomplete combustion and reduced lubrication effectiveness compared to loaded operation.^[27] Additionally, trailing units in consists may experience overheating if radiator fans are not independently optimized, as airflow can be impeded by preceding units or environmental factors.^[28]

Electric locomotives

Multiple working in electric locomotives enables the coordinated operation of several units coupled together, drawing power from overhead catenary systems typically at 25 kV AC. This configuration is particularly suited to high-speed rail services, where the lead locomotive raises its pantograph to collect current from the catenary, distributing it to trailing units via high-voltage bus lines and jumper cables. Each unit maintains independent control over its traction motors while sharing overall train commands through low-voltage control circuits, allowing for efficient power utilization without the need to raise pantographs on trailing locomotives.^[29] Power distribution occurs through specialized high-voltage couplers that transmit the 25 kV AC supply directly to the transformers on trailing locomotives, with each unit equipped with its own circuit breakers for fault isolation and safety. This setup ensures balanced load sharing and prevents overloads, as the lead unit's pantograph handles the primary current collection, reducing wear on the overhead infrastructure. Standards for these jumper cables, such as those defined by the International Union of Railways (UIC), emphasize robust insulation and quick-connect mechanisms to facilitate rapid coupling in operational environments.^[30] In the United Kingdom, the Class 91 locomotives exemplify multiple working for high-speed operations, capable of sustaining 140 mph (225 km/h) services on the East Coast Main Line when coupled in pairs or more, with synchronized traction control to maintain stability.^[31] Key technical specifics include phase synchronization across units to avoid torque pulsations in AC traction systems, where misalignment could cause uneven power delivery and mechanical stress on the drivetrain. Regenerative braking is shared via the interconnected control system, enabling trailing units to feed recovered energy back through the bus lines to the catenary, achieving up to 30% energy recovery in typical high-speed cycles by converting kinetic energy during deceleration.^[32]^[33] Challenges in these setups include pantograph arcing on the lead unit due to dynamic interactions with the catenary at high speeds, which can lead to electrical noise and wear if not mitigated by advanced monitoring systems. Additionally, the high-voltage environment necessitates insulated couplers rated for 15-25 kV to prevent flashovers and ensure operator safety during coupling and uncoupling maneuvers.^[32]^[34]

Multiple unit applications

Diesel multiple units

Diesel multiple units (DMUs) are self-propelled passenger rail vehicles powered by on-board diesel engines, consisting of fixed formations of multiple cars with distributed propulsion systems controlled from the cab ends, allowing operation as single units or in coupled sets without a separate locomotive.^[35] These units typically feature underframe-mounted engines driving the wheels through mechanical or hydraulic transmissions, enabling efficient regional and rural passenger services on non-electrified lines.^[36] First-generation DMUs, introduced by British Rail in the 1950s and 1960s, represented an early shift from steam to diesel for local and branch line operations, with designs like the Class 101 built by Metro-Cammell for versatile two-car formations.^[37] The Class 101 utilized two 150 bhp BUT engines (one per power car) with a four-speed epicyclic mechanical transmission, achieving a maximum speed of approximately 70 mph, and supported basic multiple-unit control for coupling up to two or three sets for extended services.^[38] These units emphasized simplicity and low-cost deployment on secondary routes, often featuring bodywork derived from pre-nationalization prototypes by the "Big Four" railway companies.^[39] Second-generation DMUs, developed from the 1970s through the 1990s, addressed reliability issues of earlier models through advanced turbocharged engines and improved transmissions, as exemplified by British Rail's Class 150 Sprinter built by BREL York between 1984 and 1987.^[40] The Class 150 employed a single 213 kW (286 hp) Cummins NT855-R5 turbocharged diesel engine per car with Voith T211r hydraulic transmission, enabling a top speed of 75 mph and featuring automatic BSI couplers for seamless multiple-unit operation with compatible classes.^[41] Enhancements included a 50% engine-out capability for continued operation during failures and reduced maintenance intervals, marking a significant evolution for regional networks.^[40] Operationally, DMUs like these incorporate underframe-mounted diesel engines rated at 250-500 hp per powered car, with hydraulic or mechanical transmissions distributing power to the axles for accelerations superior to locomotive-hauled trains, and maximum speeds typically reaching 75 mph while allowing up to three sets to operate in multiple under unified cab control.^[42] This distributed propulsion facilitates quick starts and stops on mixed-traffic lines, with control systems synchronizing throttles and brakes across units via jumper cables.^[40] DMUs offer advantages over locomotive-hauled consists, including 5-10% better energy efficiency per passenger due to lighter weight distribution and higher acceleration from multiple powered axles, alongside the diesel-specific benefit of independence from overhead electrification for serving remote or unelectrified routes.^[42]

Electric multiple units

Electric multiple units (EMUs) are self-propelled rail vehicles consisting of multiple cars with distributed electric traction motors, enabling operation without a dedicated locomotive for efficient power delivery across the formation. This design draws electricity from fixed infrastructure like overhead catenary or third rail, powering motors located under each car to optimize acceleration and energy use in urban and high-density passenger services. EMUs typically form fixed sets of 4 to 16 cars, controlled from a leading cab via low-voltage control lines that synchronize traction and braking across all powered units. Multiple working in EMUs often uses standardized jumper connections for synchronizing control across coupled sets, similar to the Blue Star system in DMUs.^[43]^[3] Following World War II, EMU adoption surged in Europe amid electrification drives and urban expansion, transitioning from prewar prototypes to mass-produced fleets for commuter networks. In Britain, the 1948 nationalization spurred development of DC and AC EMUs, such as the Southern Region's 2EPB class introduced in 1953 for third-rail lines, emphasizing reliability for frequent suburban services. Germany saw similar growth with the Deutsche Bundesbahn's post-1950s EMUs, including updates to S-Bahn stock like the ET 165 series rebuilt for Berlin operations, reflecting a focus on lightweight construction and higher capacity to support economic recovery. This period established EMUs as the backbone of electrified passenger rail, prioritizing modular designs for scalability.^[44]^[45] Power systems in EMUs vary by application but commonly use 750 V DC third rail for metro and suburban routes or 25 kV 50 Hz AC catenary for higher-speed mainlines, with pantographs on end cars collecting current for distribution. Collected power is converted to suitable voltages and fed to individual car motors via underfloor busbars, ensuring uniform traction effort and minimizing transmission losses in multi-car sets. For instance, London's Underground EMUs rely on third-rail collection for compact tunnel operations, while high-speed variants like Japan's Shinkansen use catenary for sustained velocities over 300 km/h.^[46]^[47] Prominent EMU designs highlight their adaptability to demanding environments. Japan's Shinkansen series, such as the N700, operate as 16-car fixed EMU sets reaching operational speeds up to 320 km/h (199 mph), employing automatic couplers for secure high-velocity formations and distributed motors for smooth power delivery. In urban settings, London's Underground stock, including the Victoria line's 1967 Tube Stock, incorporates automatic train operation (ATO) for precise control, achieving 36 trains per hour with 100-second headways to maximize capacity on dense routes. These examples underscore EMUs' role in blending speed, automation, and reliability.^[48]^[49] Essential MU features enhance operational and passenger functionality, including flexible gangway connections that allow uninterrupted movement between cars, promoting safety and comfort in long formations. Regenerative braking is a hallmark, where traction motors act as generators to recapture kinetic energy, feeding it back to the power supply with conversion efficiencies of 80-95% in contemporary designs using IGBT inverters, thereby reducing overall energy demands by 20-30% in stop-go cycles.^[50]^[42]

Regional variations

United Kingdom

In the United Kingdom, multiple working systems for locomotives and multiple units evolved in a fragmented manner during the British Rail era, particularly amid the rapid dieselization of the 1950s and 1960s, resulting in several incompatible coupling codes that required precise matching for operational control. These codes were visually indicated by colored geometric symbols painted on the cab ends of units, including the yellow diamond (used on Derby Lightweight and Metro-Cammell Class 129 units), blue square (common on many standard DMUs), red triangle, white circle (for Swindon Class 126 units), and orange star, ensuring that only compatible units could be coupled with jumpers connected in specific positions to share throttle, braking, and other controls.^[51]^[39] First-generation diesel multiple units (DMUs), numbering over 10 classes and produced by at least 10 manufacturers from the late 1950s to the early 1970s, exemplified this non-standardization, with mechanical interlocks and transmissions limiting maximum speeds to 70 mph (113 km/h) to maintain reliability on regional routes. Metro-Cammell-built classes, such as the prolific Class 101 with its 4-speed epicyclic gearbox and vacuum brakes, were among the most numerous, totaling over 700 vehicles, but their multiple working was confined to matching code groups, preventing ad-hoc formations across different builders like Gloucester or Pressed Steel.^[52]^[53] Second-generation DMUs, introduced from the early 1980s as replacements for aging first-generation stock, included the controversial Pacer railbuses (Classes 140–144) and more refined Sprinter classes (150–159), which incorporated advanced electrical controls for better acceleration and speeds up to 90 mph (145 km/h) but perpetuated incompatibility due to variations in jumper configurations and power systems. The privatization of British Rail under the Railways Act 1993 fragmented operations among 25 train operating companies by the late 1990s, intensifying challenges as diverse fleets were mixed on shared routes, often necessitating custom adapters or shunting to achieve viable multiple working.^[54]^[55] Electric multiple units (EMUs) faced similar regional silos, with the Southern Region's legacy third-rail network operating at 750 V DC (raised from the pre-nationalization standard of 660 V DC)—proving incompatible with the 25 kV 50 Hz AC overhead lines adopted for mainline routes from the 1950s onward, restricting cross-regional deployments without dual-voltage conversions. This electrification divide, alongside diesel code mismatches, frequently caused operational delays through failed couplings or last-minute re-formations, contributing to inefficiencies in timetabling and crew rostering. Since the formation of Network Rail in 2002, efforts to address these legacy issues have included maintaining a Train Coupling Compatibility Matrix within railway code systems to track and promote interoperable designs in new fleets, alongside incentives for standardized couplers in post-privatization procurements.^[44]^[56]

North America

In North America, multiple working practices for locomotives are governed by standardized protocols established by the Association of American Railroads (AAR), enabling seamless interoperability across railroads. The foundational system is the 27-wire multiple-unit (MU) control cable, first standardized in the 1940s by General Motors' Electro-Motive Division and adopted industry-wide, which uses large aluminum plugs to connect locomotives without adapters, transmitting signals for throttle, braking, and other functions to synchronize operations. This design allows any compatible diesel or electric locomotives from major manufacturers like EMD and GE to form consists efficiently, a practice rooted in early innovations such as Frank J. Sprague's multiple-unit control system tested on Chicago's elevated railways in the 1890s.^[23]^[17]^[9] Freight applications heavily rely on this system for distributed power configurations, where locomotives are positioned mid-train or at the rear to improve traction and braking on heavy hauls, with remote control via radio overlays becoming standard since the 1990s to allow the lead unit to manage trailing units independently. These setups enhance efficiency for unit trains exceeding 10,000 tons, distributing pulling power to reduce wheel slip and fuel consumption on grades. In case of lead locomotive failure, AAR protocols permit isolating trailing units using selector switches on the control stand, enabling the crew to designate a new lead from the consist without halting operations.^[57]^[58] Passenger services adapt the AAR MU system for diesel consists on non-electrified routes, typically limited to 4-6 units due to platform constraints and signaling requirements. Electric multiple-unit applications remain confined to urban metros, such as the Chicago 'L' system, where legacy third-rail electrics use dedicated MU controls for rapid transit, while mainline freight and intercity services are dominated by diesel units from EMD and GE, often configured in consists of up to 8 locomotives for long-haul efficiency.^[59]

Modern developments

Advanced technologies

Electronically controlled pneumatic (ECP) brakes represent a significant advancement in multiple working by replacing traditional air line signaling with digital electronic controls, enabling near-instantaneous brake application across the entire train consist. This significantly reduces response times compared to conventional pneumatic systems, allowing simultaneous braking on all cars and locomotives without propagation delays.^[60] Such improvements enhance safety in distributed power configurations by minimizing in-train forces and shortening stopping distances by 40-60%.^[60] Radio-based multiple unit control systems further extend operational flexibility beyond visual line of sight (BVLOS), permitting remote management of locomotive consists over long distances. Wabtec's LOCOTROL system, for instance, uses dual radio communication to coordinate multiple remote locomotives within a single train, supporting operations in heavy-haul freight where traditional cable connections are impractical.^[61] This technology has been deployed in over 20,000 systems across 17 countries, facilitating synchronized traction and braking to handle heavier loads efficiently.^[61] Integration of multiple working with Positive Train Control (PTC) systems in North America, mandated since the 2015 enforcement deadline, incorporates GPS-linked monitoring to enforce overspeed protection and precise positioning across locomotive consists. PTC's onboard locomotive computers communicate train location and speed restrictions in real time, ensuring coordinated enforcement throughout distributed units and preventing collisions or incursions.^[62] This has been implemented on nearly 59,000 miles of track, as of 2024, enhancing safety for mixed freight and passenger operations involving multiple locomotives.^[63] In Europe, locomotives such as the Siemens Vectron series exemplify these advancements through compatibility with European Train Control System (ETCS) Level 2, which supports virtual coupling by enabling continuous radio-based train integrity monitoring and adaptive speed control without fixed blocks. By 2018, over 500 Vectron units had been equipped with ETCS Level 2, optimizing capacity on cross-border routes by allowing closer following distances and automated consists.^[64] These technologies yield notable operational benefits, including 20-30% fuel savings through optimized power distribution in longer consists, as demonstrated in comparative analyses of advanced diesel-electric configurations.^[65] Recent integrations include hybrid locomotives in distributed power setups, such as Canadian National's 2025 pilot of a medium-horsepower hybrid locomotive with biofuel compatibility, enabling efficient coupling for reduced emissions in heavy-haul operations.^[66]

Distributed power systems

Distributed power systems involve the strategic placement of locomotives at non-contiguous positions throughout a freight train, such as at the front, middle, and rear, to enhance stability and control during heavy haul operations. This configuration distributes traction and braking forces along the train's length, mitigating excessive coupling stresses that arise in traditional head-end-only powering setups. Unlike standard multiple-unit operations where locomotives are grouped together, distributed power allows for remote locomotives—often unmanned—to operate under the direction of a lead unit, enabling longer trains to navigate challenging terrain more effectively.^[67] Implementation typically relies on radio-based remote control systems, where the lead locomotive issues synchronized commands for throttle, dynamic braking, and emergency applications to trailing units, ensuring coordinated movement. These systems, such as Wabtec's LOCOTROL, facilitate communication between up to five locomotive consists in a single train, commonly applied to unit trains exceeding 100 cars loaded with bulk commodities like coal or grain. The lead engineer monitors and controls all units from the head end, with trailing locomotives equipped with automated receivers to execute directives without onboard crew. Brief reference to Association of American Railroads (AAR) multiple-unit standards supports interoperability in these setups by defining electrical and air brake connections for compatible locomotives.^[61]^[68] Key advantages include substantial reductions in in-train buff and draft forces, which improves train stability and eases negotiation of curves and grades by minimizing coupler overload risks. Distributed power can substantially lower peak drawbar forces, allowing for safer operation of extended consists without exceeding structural limits. For instance, BNSF Railway frequently employs distributed power configurations with 4 to 5 locomotives positioned mid-train or at the rear on intermodal and coal trains spanning over 150 cars, demonstrating enhanced hauling capacity on routes like the Powder River Basin. Integration with electronically controlled pneumatic (ECP) braking further optimizes performance by enabling simultaneous brake applications across the train, reducing stopping distances and enhancing overall force management.^[69]^[70]^[71] Challenges in distributed power systems center on maintaining reliable low-latency communication, with requirements typically under 100 milliseconds to prevent desynchronization during acceleration or braking, which could lead to coupler failures. Regulatory approvals in the United States, overseen by the Federal Railroad Administration (FRA), began evolving in the 1990s through petitions from major carriers like Canadian Pacific and Canadian National, culminating in standardized guidelines for safe remote operations under 49 CFR Part 229. These approvals emphasize robust radio protocols to ensure command integrity, though intermittent signal interference remains a potential issue in remote areas.^[72]^[73]^[74]

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25 kV Cable Couplers - Patton & Cooke
The 25 kV cable coupler is designed for efficient, maneuverable operation at high voltage, and the system includes couplers, support skids, accessories, and ...Missing: locomotives | Show results with:locomotives
[36]
https://centricrail.com/glossary/dmu/
[37]
Class 91 - systems integration - Rail Engineer
Jun 18, 2014 · The Class 91 locomotive was designed and built with only one pantograph. Whenever the pantograph/overhead line system is damaged, a visual examination is ...
[38]
Pantograph Arcing in Electrified Railways—Mechanism and ...
Sep 22, 2009 · Pantograph arcing is a common phenomenon in electrified railway systems. This is also a source of broadband-conducted and radiated ...Missing: electric | Show results with:electric
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Regenerative Braking for Energy Recovering in Diesel-Electric ...
Feb 21, 2020 · The present work evaluates the application of regenerative braking for energy recovery in diesel-electric freight trains to increase efficiency and to improve ...
[40]
HV Insulator - High Voltage - TE Connectivity
HVIB insulators are designed to support pantographs, busbars and other high voltage electric equipment on locomotives, multiple units and high speed trains.
[41]
[PDF] 3.0 DIESEL MULTIPLE UNIT ASSESSMENT - SCCRTC
DMUs are single level, self propelled passenger rail vehicles. The passenger cars can operate as single vehicles or in trains (or, in. “multiple units”) without ...
[42]
DMU - Diesel Multiple Unit - centricrail.com
A trainset comprising of one vehicle/car or more, powered by one or more diesel engine. Power is transmitted to the wheelsets via a hydrodynamic or mechanical ...
[43]
RAILCAR.co.uk
The Railcar website provides information on the British Railways first generation DMUs (aka diesel multiple units / railcars) introduced in the 1950s.
[44]
Class 101 DMUs - Great Central Railway
Technical Specifications ; Loco Numbers. 50321, 51427, 53266 & 59575 ; Built. By Metropolitan Cammell ; Engine. Two BUT (AEC or Leyland) 150 bhp each ; Power Output.
[45]
Railcars (Diesel Multiple Units) in Grantham and Lincolnshire.
BR DMU ORIGINS. BR's new DMUs were descended from vehicles designed and manufactured by what was collectively known as the 'Big Four' railway companies, these ...
[46]
British Rail Class 150 – Pioneering Sprinter DMUs that ...
The British Rail Class 150 Sprinter represents a watershed moment in railway modernisation. Introduced between 1984 and 1987, these diesel multiple units ...
[47]
Standard Gauge Diesel Multiple Units (DMU) for Sale - ROMIC Group
Class 150 DMUs feature multiple working capability within the class, and with classes 14x, 15x, and 170 DMUs. Back to Locomotives & Multiple Units. Photo ...
[48]
Technologies - Multiple units (MUs) vs. loco-hauled trains
Multiple units (MUs) with distributed traction allow for a more efficient space utilisation than locomotive-hauled trains. This leads to a number of advantages ...
[49]
Trains - PRC Rail Consulting Ltd - The Railway Technical Website
Jan 30, 2023 · Thus was born the electric multiple unit or EMU. In later years, DMUs (diesel multiple units) were developed using the same principles ...
[50]
Electric Multiple Units - IGG.org
Discussion of the history of passenger electric multiple units and coach sets used on British lines for railway modellers.
[51]
German Reichsbahn ET 165 - loco-info.com
The ET 165 is a class of pre-war railcars for the Berlin S-Bahn, which to this day has the highest number of railcars in Germany. They were built in a short ...Missing: Europe | Show results with:Europe
[52]
[PDF] Railway Electrification Systems & Engineering
These are independent of the contact system used, so that, for example, 750V DC may be used with either third rail or overhead lines (the latter normally by ...
[53]
[PDF] Development of the gauge change EMU train system in Japan
It has been designed to run at a maximum speed of over 300 km/h on Shinkansen and 130 km/h on conventional lines under a catenary voltage of 20 kV, 25 kV (50/60 ...
[54]
High-Speed EMUs: Characteristics of Technological Development ...
Jan 24, 2020 · High-speed railway (HSR) is defined by the International Union of Railways (UIC) as new lines with design speeds above 250 km·h-1 and ...
[55]
[PDF] Impacts of Automatic Train Operation on track & infrastructure
The first ATO railway was the Victoria line in 1969, now delivering 36 trains per hour with 100 second headways. The first ATO railway was the Victoria line in ...
[56]
[PDF] Recuperation of Regenerative Braking Energy in Electric Rail ... - arXiv
Regenerative braking in electric rail systems converts mechanical energy to electrical energy during braking. This energy is usually dumped as heat, but can be ...
[57]
What percentage of power is recovered from regenerative braking in ...
Sep 27, 2019 · The regeneration process is moderately efficient. Something > 90% of the energy absorbed from the motion of the car is converted to electricity.
[58]
Coupling Codes
Coupling Codes ; Yellow Diamond Other Derby Lightweights 79xxx series Met Camms Class 129 ; White Circle symbol, White Circle 79xxx series Swindons Class 126.Missing: British | Show results with:British
[59]
British Rail first generation DMUs - loco-info.com
The maximum speed was 70 mph for all variants. A total of more than 3,400 cars came from a total of ten manufacturers. The most successful variant was ...
[60]
M51189 & Sc51803 Metropolitan-Cammell Diesel Multiple Unit ...
When introduced, these Metro-Cammell were divided into two classes, 101 and 102, dependent on whether they were fitted with a Leyland or AEC engine. As time ...
[61]
Trackside Horror: 1985 British Rail Class 142 – The Truly Awful Pacer
Aug 27, 2018 · The class 150 'Sprinter' series of two car units replaced some of the old DMUs with a modern version of the same concept, with better ...Missing: privatization adapters
[62]
[PDF] Railways: privatisation, 1987-1996 - UK Parliament
Mar 18, 2010 · This Note describes the structure of the rail industry following privatisation by the Railways. Act 1993. It is intended to give a factual ...Missing: DMU adapters
[63]
[PDF] Catalogue of Railway Code Systems - Network Rail
Dec 8, 2010 · Train Coupling Compatibility Matrix ... Web GEMINI as a whole contains details of multiple unit and locomotive-haul passenger rolling stock.
[64]
Freight Rail Technology Timeline | AAR
The beginning of the 2000s also saw enhanced locomotive technologies, including improved radio systems between distributed power locomotives and the End of ...
[65]
Railroads stress better practices, new technologies to cut fuel ...
For example, a 10,000-ton train in a modest-grade territory is assigned four locomotives, each rated at 4,400 horsepower. The engineer is required to use only ...Missing: multiple | Show results with:multiple
[66]
EMD History - UtahRails.net
Jun 27, 2025 · Electro-Motive Engineering Corp. was formed in 1922, became Electro-Motive Corp. in 1923, then EMD in 1941, and was sold to Electro-Motive ...
[67]
[PDF] ELECTRONICALLY CONTROLLED PNEUMATIC (ECP) BRAKES
Oct 5, 2023 · Permits stopping distances. 40-60% shorter for ECP trains; reduced in-train force from run-ins means fewer “train handling” derailments. 2 hps ...
[68]
LOCOTROL® Distributed Power | Wabtec Corporation
Rating 5.0 (1) LOCOTROL® is a proven control and communication system that enables longer and heavier trains and increases train hauling capacity.Missing: based BVLOS
[69]
PTC System Information | FRA - Federal Railroad Administration
Nov 17, 2019 · Positive Train Control (PTC) is a processor-based/communication-based train control system designed to prevent train accidents.Missing: consists | Show results with:consists
[70]
The 500th Vectron locomotive is equipped with ETCS Level 2
Jan 14, 2019 · Alstom has installed European Train Control System (ETCS) on Vectron locomotives for 37 different operators across Europe.Missing: coupling | Show results with:coupling
[71]
Comparative analysis of conventional diesel-electric and ...
Oct 1, 2021 · The results show that between 22% and 30% fuel cost savings may be achieved, along with reduced emissions of exhaust gases by using the proposed ...
[72]
Custom AI: Boost Locomotive Uptime with Predictive Maintenance
The AI-powered system uses IoT sensors and machine learning to predict failures, resulting in a 15% increase in locomotive uptime and 20% reduction in ...<|control11|><|separator|>
[73]
Next Generation Distributed Power: Activating the Future of Freight ...
LOCOTROL XA's advanced communication features minimize communication losses and maximize the value of Distributed Power trains.Missing: based multiple unit BVLOS
[74]
Operating middle and end locomotives on your freight trains as ...
Apr 26, 2024 · One of the primary reasons railroads use distributed power is to reduce overall operating costs by operating longer trains with fewer crews.
[75]
[PDF] Distributed Power Freight Trains | RISSB's
Nov 16, 2017 · Distributed power therefore has the advantage of reducing in-train forces by distributing traction and braking forces along the train.
[76]
[PDF] Distributed Power (DP) Train Braking Modernization Task Group
Mar 27, 2024 · Draw Bar Forces reduced when locomotive power and braking is ... ‒ Distributed Power reduces draw bar forces and improves braking control.
[77]
Setting up locomotives for distributed power operations - Trains
Jul 23, 2010 · Here's how BNSF Railway instructs its employees to set up multiple power sets for distributed operations.Missing: examples | Show results with:examples
[78]
Tests suggest 30% cost saving using distributed power with LTE
Mar 17, 2021 · Site testing included the assessing availability of radio communication based on LTE along the route, confirming the latency time for the ...
[79]
Locomotive Safety Standards - Regulations.gov
In the 1990's, the Canadian Pacific Railroad (CP) and the Canadian National Railroad (CN) petitioned the FRA to allow them to operate locomotives into the ...
[80]
[PDF] Federal Railroad Administration - Department of Transportation
Sep 23, 1997 · The rule would amend existing regulations concerning special notice for repairs, safety glazing, locomotive safety, safety appliances, and ...