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Push–pull train
Push–pull is a configuration for locomotive-hauled trains, allowing them to be driven from either end of the train, whether having a locomotive at each end or not.
A push–pull train has a locomotive at one end of the train, connected via some form of remote control, such as multiple-unit train control, to a vehicle equipped with a control cab at the other end of the train. This second vehicle may be another locomotive, or an unpowered control car. This formation meant that the locomotive would not have to run-around at the end of a journey before returning.
The trains were also historically knows as "motor trains" or "railmotors", but the term "railmotor" is now used to refer to trains where the locomotive was integrated into a coach. In the UK and some other parts of Europe, the control car is referred to as a driving trailer (or driving van trailer/DVT where there is no passenger accommodation); in the US and Canada, they are called cab cars and in Australia, they are called driving trailers.
Historically, push–pull trains with steam power provided the driver with basic controls at the cab end, including the regulator, brake and train whistle. The cab would also be provided with a bell or other signalling code system to communicate with the fireman, who remained on the locomotive to tend to the fire, in order to pass commands to adjust controls not available in the cab.
At low speeds, some push–pull trains are run entirely from the engine with the guard operating bell codes and brakes from the leading cab when the locomotive is pushing the train.
Many mountain railways also operate on similar principles in order to keep the locomotive lower down than the carriage to prevent any opportunity for a carriage to run away from a train down the gradient and also so that even if the locomotive ever ran away, it would not take the carriage with it.
Modern train control systems use sophisticated electronics to allow full remote control of locomotives. Nevertheless, push–pull operation still requires considerable design care to ensure that control system failure does not endanger passengers and also to ensure that in the event of a derailment, the pushing locomotive does not push a derailed train into an obstacle, worsening the accident. The 1984 Polmont rail accident, in Scotland, occurred when a push–pull train struck a cow on the track.
When operating push–pull, the train can be driven from either the locomotive or the alternative cab. If the train is heading in the direction in which the locomotive end of the train is facing, this is considered 'pulling'. If the train is heading in the opposite direction, this is considered 'pushing' and the motorman or engine driver is located in the alternative cab. This configuration means that the locomotive never needs to be uncoupled from the train and ensures fast turnaround times at a railway station terminus.
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Push–pull train AI simulator
(@Push–pull train_simulator)
Push–pull train
Push–pull is a configuration for locomotive-hauled trains, allowing them to be driven from either end of the train, whether having a locomotive at each end or not.
A push–pull train has a locomotive at one end of the train, connected via some form of remote control, such as multiple-unit train control, to a vehicle equipped with a control cab at the other end of the train. This second vehicle may be another locomotive, or an unpowered control car. This formation meant that the locomotive would not have to run-around at the end of a journey before returning.
The trains were also historically knows as "motor trains" or "railmotors", but the term "railmotor" is now used to refer to trains where the locomotive was integrated into a coach. In the UK and some other parts of Europe, the control car is referred to as a driving trailer (or driving van trailer/DVT where there is no passenger accommodation); in the US and Canada, they are called cab cars and in Australia, they are called driving trailers.
Historically, push–pull trains with steam power provided the driver with basic controls at the cab end, including the regulator, brake and train whistle. The cab would also be provided with a bell or other signalling code system to communicate with the fireman, who remained on the locomotive to tend to the fire, in order to pass commands to adjust controls not available in the cab.
At low speeds, some push–pull trains are run entirely from the engine with the guard operating bell codes and brakes from the leading cab when the locomotive is pushing the train.
Many mountain railways also operate on similar principles in order to keep the locomotive lower down than the carriage to prevent any opportunity for a carriage to run away from a train down the gradient and also so that even if the locomotive ever ran away, it would not take the carriage with it.
Modern train control systems use sophisticated electronics to allow full remote control of locomotives. Nevertheless, push–pull operation still requires considerable design care to ensure that control system failure does not endanger passengers and also to ensure that in the event of a derailment, the pushing locomotive does not push a derailed train into an obstacle, worsening the accident. The 1984 Polmont rail accident, in Scotland, occurred when a push–pull train struck a cow on the track.
When operating push–pull, the train can be driven from either the locomotive or the alternative cab. If the train is heading in the direction in which the locomotive end of the train is facing, this is considered 'pulling'. If the train is heading in the opposite direction, this is considered 'pushing' and the motorman or engine driver is located in the alternative cab. This configuration means that the locomotive never needs to be uncoupled from the train and ensures fast turnaround times at a railway station terminus.