I was watching a video on steam locomotives and saw some very long trains hauling freight. One scene was a very long train hauling coal through mountains. The train had two steam locomotives in the front of the train and two more in the middle and two more at the end of the train. I would like to know how these locomotives were synchronized so that all were working together and not fighting one another.
Ed
Each locomotive had an engineer and fireman that knew what they were doing. That is one reason that mutiple unit diesels took over. They needed only one crew.
The lead engine’s engineer would whistle his intent to move, to which the second engine would reply, and all would release brakes, open co.cks, force the reverser into the forward position, and crack open the throttle.
I can’t answer for every railroad using multiple steam, but on the Southern Pacific, especially over their rugged, difficult and spectacular trans-Sierra Donner Pass route (or as they referred to it: “The Hill”), eastbound helpers were assigned at Roseville as follows: One AC-cab forward 4-8-8-2 leading, another assigned mid-train, a third ahead of the caboose. At Colfax, some 48 miles up the “Hill”, a 2-8-0 was assigned ahead of the lead Cab-Forward for the toughest part of the grade up to Emigrant Gap, where it was cut off. Helpers were cut off at Norden, at the summit of Donner Pass and then the single AC loco would take the train over Donner Summit and through the Truckee River canyon into Sparks, NV for a loco change.
For westbound helpers over Donner Summit, a single AC ahead of the caboose was coupled on at Truckee, and dropped off at Norden.
Okay, more information than you wanted, right? Originally, the multiple locos used whistle (on the AC’s it was more of a horn) signals to indicate speed variations, originating with the lead AC. Later, SP installed radio phones between the locos. But before the radio phones, the lead engineer could play that whistle like the conductor of a symphony orchestra and the other locomotives would respond in kind. I used to go train-watching when I was a kid up at Emigrant Gap, and you could hear the horns on the AC’s coming up toward the divide miles before you saw the train. It was incredible.
It wasn’t nearly as much fun after radio phones, LOL!
Tom
actually the operating rules usually required that the brake valve be cut out on all but the leading engine and that engineer controlled the air for the entire train.
grizlump
Whistle signals were used to co-ordinate starting and stopping, that is as far as any synchronizing went. When siignaled each engineer opened their throttle, and when the power exerted exceeded that needed to move the train, the train would start to move. It did not matter if every throttle was opened the same amount, the trains speed would be whatever the power applied would accomplish, regardless of whether each throttle was opened equally.
If say, you had a lead, a mid-train and a rear pusher and 2 of the three opened their throttles 100% and the third(regardless of where each were positioned in the train) opened it’s throttle only 50%, if the cumulative power allowed the train to reach say, 25 MPH, the train would run 25 MPH. The two locomotives running at 100% would use more fuel than the locomotive that only had its throttle set at 50%, but the train would still run fine that way. This would be similar to using mismatched locomotives, like what Tom (Twhite) mentioned with a 2-8-0 ahead of a 4-8-8-2 cab-forward. In that case each locomotive opened their throttle and applied whatever power their throttle setting supplied. Locomotives aren’t concerned about whether each locomotive in the consist is “Doing it’s Fair Share” of the work.
Doug
OK, you’ve stated… “Locomotives aren’t concerned about whether each locomotive in the consist is “Doing it’s Fair Share” of the work” …
And that being said I must assume you think the white collars were NOT in touch with “cost effectivness” in those days? Matter of fact, I HAVE a very detailed analysis of steam versus Diesel cost per operating mile from those days done when the RRs were looking at Diesel Electric AND trust me on this, whether the “engine” cares or not, whether the “engineer” even cares or not… the white collars did, then as now. Your response negates all this as IF it was not important. It IS important.
Because it IS is the reason there “WAS” a rather sophisticated set of whistle codes used by “engineers” that desired to KEEP working and keep their UNITs in sync and cost effective. I am not familiar with it all BUT knew a man who sheepered “Mallets” across Donner pass in “the day” who DID know them. He should have, he did it for going on 40 years.
SOOO belay the trite reply and think. I know it might hurt, but then again, it might educate you too.
The day when they could just “pour on the coal”, cost be damned, NEVER existed. Not for anyone longing to stay employed anyway.
Ralph
And a good afternoon to you too! BTW they werent pouring on coal it was oil… sorry couldnt resist all!!
“”“pouring on coal it was oil… sorry couldnt resist all!!”“”
Poor attempt to recoup… but OK, I.m easy.
YOU got the BOTTOM line and thats what matters.
Ralph,
Relax a bit, Take a Deep Breath.
My reply was not meant to be TRITE, and I never said anything about “Pouring on the coal, Cost be Damned” The OP, asked if there was any synchronizing to prevent the locomotives from fighting each other. I merely pointed out that each locomotive will produce however much power i
Thanks for answering my question. I guess there was a real art to running these trains. Tom there is never too much information. I love these forums there is so much to learn. I have been out of the hobby for many years and my wife and the grandkids are getting me back in again, they just love the trains. I’ve recently started an HO layout in the basement and there is no turning back now. LOL
Once again thanks for answering my question.
Ed
Hey Ed can we assume its the SP your doing?Plus welcome back to the hobby and welcome to the boards.
I don’t plan on doing the SP in particular. I enjoy all aspects of railroading and for right now I am just building a railroad, but that is for right now. The great thing about this hobby is that it never ends, a layout is never finished to me. You can change themes and eras whenever you want. I’m sure I’ll get plenty of ideas right here in the forums. The pictures and videos here on the forums keep the possibilities endless.
Ed