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{{Short description|Way of controlling trains}}
{{About|the train control technology|multiple unit vehicles|Multiple unit}}
{{More citations needed|date=April 2009}}
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==Locomotive applications==
[[File:F40PH Illustrated Hoses and Cables.png|thumb|[[Via Rail]] [[EMD F40PH]] locomotive with image edited to illustrate the ___location and functions of the various receptacles and hoses featured on many AAR Standard North American locomotives. The communication jumpers (outermost yellow) are exclusive to passenger locomotives and are omitted from freight locomotives.]]
Sprague's MU system was adopted for use by [[
In the early days of diesel electric MUing there were numerous systems; some were compatible with one another, but others were not. For example, when first delivered, many [[EMD F-unit|F units]] lacked MU cables on their noses, allowing only for MUing through the rear of the locomotive. That meant that if a train needed four locomotives and there were four [[A unit]]s and no [[B unit]]s, a train would require two train crews as the four A units could not be multiple-unit-controlled, except as two groups of two.
Terms used in North America are A unit and B unit where the B or "booster" unit does not have a control cab; [[slug (railroad)|slug]] where the B unit has traction motors powered by the "mother" unit via extra connections; and [[
Most modern [[diesel locomotive]]s are now delivered equipped for MU operation, allowing a consist (set) of locomotives to be operated from one cab. Not all MU connections are standardized between manufacturers, thus limiting the types of locomotives that can be used together. However, in North America there is a high level of standardization between all railroads and manufacturers using the [[Association of American Railroads]] (AAR) system which allows any modern locomotive in North America to be connected to any other modern North American locomotive.<ref>{{ cite web | url=http://railway-technical.com/trains/rolling-stock-index-l/diesel-locomotives/us-locomotive-mu-control.html | title=US Locomotive MU Control {{!}} The Railway Technical Website }}</ref> In the [[United Kingdom]] several incompatible [[Multiple working|MU systems]] are in use (and some locomotive classes were never fitted for MU working), but more modern diesel locomotives used on British railways use the standard [[Association of American Railroads]] system.
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Modern [[electric multiple unit]] and [[diesel multiple unit]] vehicles often utilise a specialised [[Railway coupling|coupler]] that provides mechanical, electrical and pneumatic connections between vehicles. These couplers permit trains to be connected and disconnected automatically without the need for human intervention on the ground.
There are a few designs of fully automatic couplers in use worldwide, including the [[Scharfenberg coupler]], various [[Janney coupler|knuckle]] hybrids (such as the [[Tightlock coupling|Tightlock]], used in the UK), the [[
Multiple control technology is also used in [[push-pull train]]s operating with a standard locomotive at one end only. Control signals are either received from the cab as normal, or from a [[Control car|cab car]] at the other end that is connected to the locomotive by cables through the intermediate cars.
In the United States, [[Amtrak]] often operates one to three diesel locomotives on routes outside the [[Northeast corridor]] with only one operator.
==In trolleybuses==
[[File:СМЕ из ЗиУ-9 в Ленинграде.jpg|thumb|Two [[ZiU-9]] trolleybuses operating in multiple-unit control in [[Saint Petersburg
In the [[USSR]], increased capacity in public transport was necessary, but the local industry had not developed sufficiently to match world trends, such as by the production of articulated
So the invention by Veklych was borrowed by many trolleybus companies, in particular, Donetsk, [[Kherson]], [[Mykolaiv]], [[Trolleybuses in Minsk|Minsk]], [[Tallinn Tram and Trolleybus Company|Tallinn]], [[Riga]], [[Saint Petersburg|St. Petersburg]], [[Novosibirsk]] and many other cities.
The design of the rotating joint was similar to that of a tram with rods and hinges; both trolleybuses would have their motors and brakes controlled by the driver in the front.<ref name=":0" /> They also allowed for coupling and decoupling in 3-5 minutes, which was intended such that at the end of peak hours, the trolleybuses could be split again into two. However, due to the abundance of trolleybuses and electricity, there was rarely a need to do so.<ref name=":0" /> ▼
▲The design of the rotating joint was similar to that of a tram with rods and hinges; both trolleybuses would have their motors and brakes controlled by the driver in the front.<ref name=":0" /> They also allowed for coupling and decoupling in
With the retirement of the MTB-82 trolleybuses, the system was also adapted to the Skoda 9Tr and the [[ZiU-5]]. Due to the lack of need for it, the rapid decoupling system was excluded. From 1973, trolleybuses in Riga also used the coupling of Skoda 9Tr trolleybuses. They would be the longest working coupled Skoda trolleybuses, used until 2001. In 1976, a three trolleybus coupling was tested in Kyiv, but due to sufficient transport, it did not receive further development. With the transition to the next generation of trolleybuses, the [[ZiU-682]], these couplings were once again necessary for higher capacity transport, since the [[ZIU-683|articulated version]] met constant delays. Although 810 trains were created in various Soviet republics, not a single one has survived in original state.<ref name=":0" />▼
▲With the retirement of the [[MTB-82]] trolleybuses, the system was also adapted to the [[Škoda 9Tr|Skoda 9Tr]] and the [[ZiU-5]]. Due to the lack of need for it, the rapid decoupling system was excluded. From 1973, trolleybuses in Riga also used the coupling of Skoda 9Tr trolleybuses. They would be the longest working coupled Skoda trolleybuses, used until 2001. In 1976, a three trolleybus coupling was tested in Kyiv, but due to sufficient transport, it did not receive further development. With the transition to the next generation of trolleybuses, the [[ZiU-9|ZiU-682]], these couplings were once again necessary for higher capacity transport, since the [[ZIU-683|articulated version]] met constant delays. Although 810 trains were created in various Soviet republics, not a single one has survived in original state.<ref name=":0" />
Throughout its use, the implementation of trolleybus trains have been used in [[Saint Petersburg]], [[Odessa]], [[Donetsk]],<ref>{{Cite web|title="Одесса на колёсах". ЗиУ-9/682|url=http://odessatrolley.com/ZIU-9.htm|access-date=2021-07-09|website=odessatrolley.com}}</ref> [[Samara]],<ref>{{Cite web|title=Самаратранс.info: Самара троллейбус поезда — Общественный транспорт Самарской области|url=http://samaratrans.info/wiki/index.php/%D0%A1%D0%B0%D0%BC%D0%B0%D1%80%D0%B0_%D1%82%D1%80%D0%BE%D0%BB%D0%BB%D0%B5%D0%B9%D0%B1%D1%83%D1%81_%D0%BF%D0%BE%D0%B5%D0%B7%D0%B4%D0%B0|access-date=2021-07-09|website=samaratrans.info}}</ref> [[Novosibirsk]],<ref>{{Cite web|title=История развития новосибирского наземного электротранспорта :: О предприятии :: МКП «ГорЭлектроТранспорт»|url=http://get-nsk.ru/about/history/|access-date=2021-07-09|website=get-nsk.ru}}</ref> [[Omsk]],<ref>{{Cite web|title=1988 год. Первый троллейбусный поезд|url=http://transport-ks.cc.ua/history/history_troll_1988.htm|url-status=dead|archive-url=https://web.archive.org/web/20171014012608/http://transport-ks.cc.ua/history/history_troll_1988.htm|archive-date=2017-10-04}}</ref> [[Dnepropetrosk]], [[Kharkiv]], [[Moscow]], [[Kemerovo]], [[Sumy]], [[Chelyabinsk]], [[Mykolaiv|Nikolaev]] and [[Krasnodar]].<ref name=":0" />▼
▲Throughout its use, the implementation of trolleybus trains have been used in [[Saint Petersburg]], [[
==See also==
{{colbegin}}
*[[Diesel locomotive]]
*[[Multiple working|Multiple working (UK)]] (the system as used in UK)
*[[Push-pull train|
*[[Railway air brake]]
*[[Brake (railway)|Railway brakes]]
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