Push-Pull

[TH&B]

In Europe push-pull is also commun, but they use buffers and chains as couplers and sometimes coaches would twist their frames if the springs in the buffers were uneven, especialy on longer heavier trains !

In the US there is a central draft gear so this should not be a problem.

[TH&B]

In Europe push-pull is also commun, but they use buffers and chains as couplers and sometimes coaches would twist their frames if the springs in the buffers were uneven, especialy on longer heavier trains !

In the US there is a central draft gear so this should not be a problem.

[Kozzie]

Hi Tyson from Dave up in "Brizzo"

Haven't heard from you for a while. [:)]

I think the use of push-pull is so different for us lot here downunder because most of our commuter networks are EMUs, with ones that were loco hauled (like us here in Brisbane) phased out over the years. I think it's a case of what you're used to. [swg][swg]

Dave
(Kozzie)

[Anonymous]

So does METRA.

[Anonymous]

RE: Superliners in push-pull (well, almost)....the Heartland Flyer FTW-OKC runs push-pull almost every day. Uses a GE for power and an "F40 baggage car" for the cab on the other end. They wired the consist with MU cables and dedicated the cars. Have seen it a couple of times bidirectional.

By the way, bidirectional diesel was a winning concept ATK had to be dragged into kicking and screaming, as usual. 1st on the San Diegans where they tried to short the consists of overfilled trains claiming inadequate power, until a couple of PailRac/URPA guys (now both deceased) in SoCal convinced them that they could just as easily put a locomotive on the other end as put a cab car there.

[trainfan1221]

Push-pull has been the main thing here on what are now the NJTransit main lines since the days of Erie-Lackawanna. It is something so normal we don`t even think twice about it. It eliminates the need to turn around, since there aren't too many facilities for this anyway, and it keeps the engines from being all up front in terminals like Hoboken. This way they are on the far side ready to head outward.

[Anonymous]

Ok you win.BNSFfan.

[athelney]

Push -Pull technology was used widely in UK on the west coast mainline betwee London -Glasgow. Loco was on the front pulling to Scotland and reverse coming back . This is now being done away with,now Virgin have got their Pendolino tilting train car sets. I believe some push- pulls still operate but are going the way of the dodo !!

[BaltACD]

Push-Pull also permits quick turnaround of the trains in a destination/origin terminal. The engineer/operator walks from one operating end to the other while the train is unloaded and reloaded and the train is ready to depart within 10/15 minutes or less.

[Anonymous]

But the train tends to strugle more up a hill and puts a hell of a lot stress on the lead motor.A DPU on ether end of the train will tend to strugle more than just having 2 locomotives on the point,the end result is a slower train in worm dpu mode.
But there is a good side to the use of dpu's,it gives extra brake pipe AIR through out the train incase of an emergency.BNSFfan.

[Anonymous]

QUOTE:
Canada runs push pull in Montreal, Toronto and Vancouver commuter services. Hope this answers your question.

Yup, Westcoast express running from Mission to Vancouver is all push pull - the loco pulls on the way to vancouver then pushes back to mission in the afternoon.

All GO transit in Ontario is push-pull as well.

[passengerfan]

Push Pull saves time if engine pulls one direction and pushes the other their is no need to turn consist at terminals or for the engine to run around consist after being turned. Push Pull is used extensively in Commuter operations and in certain western Amtrak trains SAN JOAQUINS, CASCADES and others. None of the really long distance trains use push pull as the Amtrak Superliners are not equipped with tram lines, necessary for push pull operations. Amtrak California cars equipped with tram lines as are the talgo consists with a power unit at one end and former power unit at the other. Amtrak tram lined many of the Amcoaches and the single level Pullman Standard cars from the early yeras of Amtrak. The new Acela trains operating in the northeast corridor have a power unit at each end so are bi-directional. Canada runs push pull in Montreal, Toronto and Vancouver commuter services. Hope this answers your question.

[CShaveRR]

Here in Chicago, we wouldn't have it any other way!

First of all, these trains replaced conventional locomotive-hauled passenger trains (DMUs or RDCs never quite caught on for commuter service here). With push-pull trains, the power is kept on one end, eliminating the time and expense of moving it from one end to the other just to keep it on the front. That would mean several extra moves at the terminal, involving backing the train out, running around it, then backing it back in for the next departing run.

Also, think about the commuters--sometimes over a thousand on each train--having to get off and walk along the platform at the terminal, past a locomotive that is running at high speed to keep the electricity on in the cars. We railroad employees are required to wear ear protection around locomotives, and these are noisier than most--and smelly, if the ventilation system isn't working just right. With the locomotives at the far end of the platform, the customers are spared all of this.

[Anonymous]

Hey,

I was just curious about the use of push-pull trains nowdays. I dont know about everyone else but to me a train thats effectively running backwards with the locomotive pushing the cars just seems unnatural. I always think that it is unsafe although i have no technical basis for it other than backing a train at speed on a model layout always ends in disaster.

Anyway, what is the fascination with push-pull in the US with diesel trains? Why dont they use a bunch of of DMU's like they used to? or a combination of powered and unpowered cars?

Just curious to see why they like running trains backwards [;)]