DOUBLE-HEADING

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In railroad terminology, 'double-heading' or 'double heading' meant the use of at least two steam locomotives at the front of a train. Some trains even required triple-heading. This was done when a single locomotive was not sufficient to propel the train. This could be due to uphill grades, excessive train weight, or a combination of the two. Double heading was also used on passenger trains when one locomotive could suffice but would not be fast enough to maintain the schedule.
Double-heading was a risky proposition, requiring careful cooperation between the engine crews. Otherwise, one locomotive's wheels could slip, which could stall the train or even cause a derailment.
The risks of double heading as well as its costs (fuel and maintenance costs for the engines, wages for their crews) led railroads to seek solutions to the problem. Electrification was used in some cases. The Milwaukee Road was able to switch from triple-headed steam locomotives to a single electric locomotive. The costs of running extra steam locomotives were eliminated, and average train speeds increased because it was no longer necessary to attach and detach the locomotives. In Britain, the Midland Railway used to use double heading often, because it built only small, light locomotives, which were often not powerful enough to haul the trains alone. When it was absorbed into the London, Midland and Scottish Railway, this practice was stopped because it was uneconomical, and more powerful locomotives were built.
With the advent of diesel locomotives, double-heading disappeared. While many trains today operate with multiple locomotives, this is not considered double-heading as they are all controlled by a single crew in the lead locomotive.

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Bank engine