This isn't a preservation oriented post, but...

For the last six months or so, every Chicago bound UP coal train I've seen has an additional locomotive at the end (usually an ex-SP unit). The same setup is on the empties as they head back west. I'm sure this has something to do with braking. Is this practice unique to UP, or is it a new regulation that other major railroads have to adhere to as well?



mckay1995@comcast.net

you will have your answer in 15 minutes!

Jim


Jim@psrm.org

> This isn't a preservation oriented post,
> but...

> For the last six months or so, every Chicago
> bound UP coal train I've seen has an
> additional locomotive at the end (usually an
> ex-SP unit). The same setup is on the
> empties as they head back west. I'm sure
> this has something to do with braking. Is
> this practice unique to UP, or is it a new
> regulation that other major railroads have
> to adhere to as well?

It is called Distributed Power, usually refer to as DPU. You have all of the benefits of a rearend helper but it is controlled by the engineer on the lead unit. It also saves running the power around to the other end if the terminal point (say a coal unloading facility) does not have a balloon track to turn the train. Push-pull freight trains.

Don C.


http://www.261.com
milw261@sbcglobal.net

> It is called Distributed Power, usually
> refer to as DPU. You have all of the
> benefits of a rearend helper but it is
> controlled by the engineer on the lead unit.
> It also saves running the power around to
> the other end if the terminal point (say a
> coal unloading facility) does not have a
> balloon track to turn the train. Push-pull
> freight trains.

> Don C.

UP says it also benifits in better braking BNSF does it to.

wooly421@charter.net