Does anyone know what, if any, impact the introduction of PTC might have on steam trips? I don’t know if a stream locomotive easily lends itself to closing the throttle or applying brakes. I know the NYC had some sort of control in the steam era, but don’t know how it functioned.
If they operate on a PTC route, they’ll have to have PTC…or apply to the FRA for a waiver. Doubt PTC will will have to manipulate the throttle, though. Applying the brakes should be enough.
Will equate to be almost the same problems that common carriers operating diesel Alcos , Baldwins, Lima’s (if there are any left) are running into now.
It seems to me that it will mean that a PTC equipped diesel will have to be coupled behind the steam engine. Not a problem for UP as they seem to always run steam excursions that way but might be a problem elsewhere…
I don’t think that will work. PTC has to control the brakes in order to make a service rate penalty brake application when the train exceeds the braking curve to the limit of the movement authority - and it can’t do that from the trailing unit. Only one locomotive can in a consist can be set up as lead - otherwise one would be trying to charge the brake pipe while the other would be trying to make a reduction.
Both UP steam engines are equipped with Automatic Train Control, as were the C&NW steam engines back in the day. (The C&NW’s ATC dates back to the 1920s.) Get a restricting cab signal and train control over 40 mph and the ATC will initiate a penalty brake application that will stop the train.
If they could do that back in the 1920s with steam engines, I’m sure PTC in the 2020s could be adapted to work with steam engines, too.
Jeff