Editing Multiple unit (section)

===North America===
[[File:Gtw riverline.JPG|thumb|New Jersey transit [[Stadler GTW]] DMU used on the [[River Line (NJ Transit)|River Line]]]]
{{See also|Commuter rail in North America}}

Most trains in North America are locomotive-hauled and use Multiple Unit (MU) control to control multiple locomotives.  The control system of the leading locomotive connects to the other locomotives so that the engineer's control is repeated on all the additional locomotives. The locomotives are connected by multi-core cables. {{Citation|title=The Railway Technical Website|url=http://www.railway-technical.com/trains/rolling-stock-index-l/diesel-locomotives/us-locomotive-mu-control.html|volume=US Locomotive MU Control}}  This does not make these locomotives MUs {{Dubious|date=June 2019}}for the purposes of this article. See [[Train#North America|locomotive consist]].

However, commuters, [[rapid transit]], and [[light rail]] operations make extensive use of MUs. Most{{Citation needed|date=June 2019}} electrically powered trains are MUs.

The Southeastern Pennsylvania Transportation Authority ([[SEPTA]]) Regional Rail Division uses EMUs almost exclusively&nbsp;— the exception being some of its peak express service. [[New Jersey Transit]] service on the [[Northeast Corridor Line]] is split between electric locomotives and EMUs.

[[M2 (railcar)|M2]], [[M4 (railcar)|M4]], [[M6 (railcar)|M6]] and [[M8 (railcar)|M8]] EMUs which operate on the [[New Haven Line]] of [[Metro-North Railroad]], are “[[multi-system (rail)|multi-system]]” meaning they can draw power from either the third rail or from [[overhead lines]]. This allows operation under the wires between [[Pelham (Metro-North station)|Pelham, NY]] and [[Union Station (New Haven)|New Haven, CT]], a section of track owned by Metro North but shared with Amtrak's Northeast Corridor service, and on third rail between Pelham and [[Grand Central Terminal]]. EMUs are used on [[Agence métropolitaine de transport|AMT]]'s [[Deux-Montagnes Line (AMT)|Montreal/Deux-Montagnes line]].

DMUs are less common, partly because new light rail operations are almost entirely electric, with many commuter routes already electrified, and also because of the difficulties posed by [[Federal Railway Administration]] rules limiting their use on shared passenger/freight corridors. When the [[Budd RDC]] was developed following World War II, it was adopted for many secondary passenger routes in the United States (especially on the [[Boston and Maine Railroad]]) and Canada. These operations generally survived longer in Canada, but several were abandoned in the [[Via Rail]] cutbacks of the early 1990s. One that survives is [[Victoria - Courtenay train]] on Vancouver Island. DMU use in Canada has been resurrected in recent years, beginning with the opening of [[Union Pearson Express]] in 2015.

While most DMUs need to comply with strict [[Federal Railroad Administration|FRA]] crash requirements for simultaneous operation with freight railways, European-style DMUs are used with [[timesharing]] arrangements on several rail lines, including the [[River Line (New Jersey Transit)|RiverLINE]] in New Jersey. Only a handful of manufacturers in the United States produce or have produced FRA-compliant DMUs, including [[Colorado Railcar]] (now [[US Railcar]]) and [[Nippon Sharyo]]/[[Sumitomo Corporation]]. [[NJ Transit]] has experimented with this DMU on the [[Princeton Branch]] line. In August 2006 it was announced that Amtrak wants the State of Vermont to experiment with DMUs on the state-subsidized Vermonter line from [[New Haven (Amtrak station)|New Haven]] north to [[St. Albans (city), Vermont|St. Albans]] to replace the less efficient diesel locomotive trainsets currently used.

MU streetcars were used in Toronto by the [[Toronto Transportation Commission]] (later [[Toronto Transit Commission]]) from 1949 to 1966 using 100 [[Presidents' Conference Committee (Toronto LRT car)|PCC A-7]] built by [[St. Louis Car Company]] and [[Canadian Car and Foundry]].<ref>{{cite web |date=25 June 2015 |author=Peter C. Kohler |title=The Post-War All-Electric PCC Cars (Classes A6-A8) |publisher=Transit Toronto |url=http://transit.toronto.on.ca/streetcar/4505.shtml}}</ref> These two car units ran along the [[Toronto streetcar system#Route numbers|Bloor Street]] route only beginning in 1950 and ceased operations after the opening of the Bloor–Danforth subway line in 1966. The A-7 units were later converted to single use.