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DMU Tail Loads


Diesel Locomotive Loads

WR Tail Loads 1968

This booklet (issued Western Region, Paddington May 1968, BR 20896/24) also has a section for DMUs and which is reproduced below to give an indication of what tail loads were allowed.

Section 3 DIESEL MULTIPLE UNITS CONVEYANCE OF TAIL TRAFFIC

3.1  The conveyance of regular tail traffic on passenger carrying services must be authorised by the Divisional Manager. Over gradients steeper than 1 in 50 rising, authority must be obtained from the Movements Manager, Regional Headquarters, if loads not included in the undermentioned Table are required.

3.2  The amount of tail traffic which may be conveyed in both normal working and when engines are isolated is shown below:-

Over gradients rising not steeper than 1 in 50

Formation All engines running On rising gradients 1 engine 'isolated' On rising gradients 2 engines 'isolated' On falling or level gradients
1 engine 'isolated' 2 engines 'isolated'
Power cars fitted with 2 x 150 hp engines tons tons tons tons tons
Single power car 35 nil - 35 -
Two power cars 70 40 - 70 -
Single power car and trailer 12 (a) - 12 -
Two power cars and trailer 35 14 (b) 35 35
Four power cars and two trailers 70 50 16 70 70
Six power cars and 3 trailers 105 84 35 105 105

a - Assistance provided or trailer removed
b - Assistance provided or trailer or van removed

Exception: A van of tail traffic, not exceeding 35 tons, can be worked by 2 power cars and trailer between Oxford and Paddington when one engine becomes isolated.

Over gradients rising steeper than 1 in 50 but not steeper than 1 in 36

Formation All engines running On rising gradients not steeper than
1 in 50
1 engine isolated
1 in 70
2 engines isolated
1 in 90
2 engines isolated
Two power cars 35 35 20 35
Three power cars 70 70 70 5

3.3 DIESEL PARCELS CARS AND DIESEL MULTIPLE UNIT POWER CARS MODIFIED FOR THE CONVEYANCE OF TAIL TRAFFIC

In the London District certain local parcels services are worked by Diesel Parcels Cars. These are fitted with two 230 h.p. engines which are derated to 200 h.p. and may be coupled to a DMU power car (fitted with two 150 h.p. engines). On occasion two such DMU Power Cars work coupled together if a Diesel Parcels Car is not available.
Except on the West London Line, the maximum gross trailing load for any two such power car formations is 160 tons subject to special timings between Paddington and Oxford.
In the event of engines being isolated the gross trailing load conveyed must not exceed that shown in the table below.

Formation Engines isolated Gross weight of trailing load
Tons
D.P.U + D.M.U. 1 engine of D.P.U. 85
D.P.U + D.M.U. 1 engine of D.M.U. 97
D.P.U + D.M.U. 2 engines of D.M.U. 50
Two D.M.U. 1 engine 96
Two D.M.U. 2 engines 40

The working of these sets in the London Division must be authorised by the Divisional Manager. Loads for working in any other area must be obtained from the Movements Manager, Regional Headquarters, Paddington.

3.4 Diesel Multiple Unit Pullman Trains

These trains are normally restricted to working between:-

Paddington - Oxford
Paddington - Birmingham
Paddington - Bristol
Paddington - Swansea

Diesel Multiple Unit Pullman trains must not be used on routes other than those shown above without the authority of the Movement Manager. Assistance must be provided in the rear with the banking locomotive not coupled to the train when working over gradients steeper than:-

1 in 50       Six car train
1 in 68       Eight car train

These trains must not be used to assist other trains in cases of emergency.

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