Distributed power

I've been reading that CN has recently started using distributed power on some of its manifest trains on the Montreal-Toronto route. Instead of two or three units on the head-end, these trains have a single unit on the point and another somewhere back in the consist. Some of these reports describe much longer trains too - for example, 41 cars between the two units and another 113 after.

On the weekend I observed M363-21 approaching Pickering Jct with a DP unit. The train wasn't all that long however.

Supposedly trains 321 and 363 use them. I saw a 321 at Napanee, ON., about a month ago. There were two units up front, 100 cars, another unit, then 90 more cars. I saw it after sundown and thus no photo, and have had NO luck catching one since. A friend shot the DPU on one at Bowmanville, ON,. a few weeks ago, however. Tough trains to catch it seems... at least when you live in Toronto and can only make it trackside on Sundays.

So, what are the mechanics or physics involved with this idea? Better braking or acceleration? Better fuel economy or load-carrying ability? If spotting the prime movers this way is so good, why don't all railroads do it all the time instead of lashing up 5 or 6 units to the head end?


Ocala Mike

Ocala Mike wrote:So, what are the mechanics or physics involved with this idea? Better braking or acceleration? Better fuel economy or load-carrying ability? If spotting the prime movers this way is so good, why don't all railroads do it all the time instead of lashing up 5 or 6 units to the head end?


Ocala Mike

Benefits of distributed power operations:
Lower operating costs per ton mile.
More efficient utilization of manpower and equipment.
Significantly reduced drawbar forces.
Faster air brake application and release times with improved stopping distances. Up to 30% faster than a conventional train.
Ability to safely handle longer and heavier trains through undulating (hogback) and grade territory that would present major problems to conventional trains.
An engineer can do things with a DP train that would have the conductor packing iron if he tried the same methods with a conventional train. You don't have to observe the same throttle requirements account of the push/pull concept.

Why don't all railroads use this method? A certain amount of training is required. Not all locomotives are DP compatible. The time involved DP'ing the trains at the terminals.

Question regarding DP consists operating in the United States...

With DP locos "buried" back in the train, how are locomotive Daily Inspections performed on these units?

How do Locomotive Engineers comply with the requirements of ensuring these units are "in compliance" and "safe and suitable for service"?

SooLineRob wrote:Question regarding DP consists operating in the United States...

With DP locos "buried" back in the train, how are locomotive Daily Inspections performed on these units?

How do Locomotive Engineers comply with the requirements of ensuring these units are "in compliance" and "safe and suitable for service"?

If the DP unit isn't accessible, the cards being signed on the head-end will suffice. We'll (carrier/FRA) arrange the rules to benefit us.
I might add that it's perfectly acceptable to pull the train by the engineer you relieved, and have him do the daily on the DP unit.

lock4244 wrote: A friend shot the DPU on one at Bowmanville, ON,. a few weeks ago, however.

http://tinyurl.com/2545ox

This is 363, unit is facing backwards.

...John Reay

Thanks John... that may be the only CN DPU I'll see!