I drive by the mainline of the Union Pacific here in Portland Oreg, and I have notice that (at least) UP does this, they are running a locos sometime two at a time, the end of their trains, they run these loco's backwards, are they running more helpers? which seems strange because there isn't any steep grades nearby! Just curious ! Thanks Trainsrme
The Wisconsin Northern, which runs through my town, regularly runs double-ended trains. (The WN only has two locos, although they do run a third borrowed from their parent, ProgRail) The trailing loco switches leading sidings. Then, when the train reaches the northern end of the 62-mile mainline, the trailing engine becomes head-end power for the trip back to Chippewa. Very efficient! I think the "conductor" rides in the trailer when he's not driving. All the WN crewmen share driving and record-keeping chores.
it's called distributed power and they are remote control. common here in illinois on the old big four (UP) and Q. primarily on unit coal trains. train can be controllled from either end. saw a lot of this out in Wyoming and Western Nebraska too.
grizlump
A lot of locals operate with engines on both ends..This cuts down on run around moves and the need to switch a industry on the return trip if there isn't a run around nearby.
This operation can be done by consisting locomotives in DCC and toggling between locomotives as needed in order to work a facing or trailing point industry..
Larry
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They are remote control locomotives called distributed power units or DPU. DPU improves train handling, the trains stop and start quicker, and the configuration reduces fuel usage. Originally designed for helper districts and coal trains, it has now spread to virtually all types of through freights.
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Sounds like it depends on the situation. If these are long mainline trains, they're probably distributed power remotely controlled. If these are shorter branchline trains, it's probably used as described for switching. Model Railroader talked about this about a year ago, how some railroads put an engine in idle on the rear of the train to handle any facing-point switching jobs and to pull the train back if it's a branch where there isn't a good turning opportunity.
It's not as likely, but it could be a shortage of motive power in another location and the locos at the end of the train are being transferred to where they are needed. Usually, though, transfer locos are at the head end. That explains why some trains have five, six or more locos at the head end of a relatively short train.
Okay, thanks for the info guys!, I would like to try this kind of consisting on my layout!!!!
before you start playing Dr, Doolittle (pushmepullyou) remember that power failure of any sort with the lead unit or units will make a long train fold up like Lawrence Welk's accordion. (thanka you, boysa)
this is especially true when you are running at main line speeds of 50 or 60 mph. not like a slow moving train on a long steep grade with pushers behind it. the problem is compounded by the fact that most model engines don't coast very far but stop dead in their tracks like a brick
don't ask how i know this.
grizlump (currently repairing a bunch of empty hoppers)
dgwinup It's not as likely, but it could be a shortage of motive power in another location and the locos at the end of the train are being transferred to where they are needed. Usually, though, transfer locos are at the head end. That explains why some trains have five, six or more locos at the head end of a relatively short train.
Its very unlikely at all that they are excess power.
Non-DP trains on the rear of the train have no locked wheel protection. If something happens to a traction motor and it locks up, there is no way to warn the engineer. Plus you have VERY heavy units on the rear of the train playing crack the whip. Its would probably be against the rules on many roads. The ca-ca would hit the fan it you tried to excess engines on the rear of the train.
Many roads frown on the loco on both end of the train local operation (it basically says you have twice as many locomotives on the job as you need to move the train).
dehusmanMany roads frown on the loco on both end of the train local operation (it basically says you have twice as many locomotives on the job as you need to move the train).
-Morgan
The KCS does that here when they have a train headed north. The helpers are radio controlled so no extra crew are required. This jangled some nerves a while back when a train was backing into a siding and people saw no one in either of the two locos leading to wild stories of crewless trains running on the KCS. They didn't bother to think that the crewed locos were at the OTHER end.
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Flashwave dehusmanMany roads frown on the loco on both end of the train local operation (it basically says you have twice as many locomotives on the job as you need to move the train). They may not like it, but Trains ran an article last year about freight on the NorthEast Corridor, where they mentioned the class one's did it from Conrail on up, cause it did speed up switching in a world where Passenger service is the Host road
They may not like it, but Trains ran an article last year about freight on the NorthEast Corridor, where they mentioned the class one's did it from Conrail on up, cause it did speed up switching in a world where Passenger service is the Host road
I know for a fact Conrail handled locals that way in Latrobe, PA. They ran two GP15-1s #1649 and #1650 one on each end.