I don’t recall seeing any photos of multi engine usage. Haven’t looked that hard either. The reason I ask is that I’m considering doing this to help with slippage on my grades.
They did it all the time.
Sure did. When there was a need for the power 2 (or more) engines would be used. Of course, this was inefficent as compared a 1 large engine since it requires 2 crews to run 2 engines, ect. It still happens sometimes today. I know a few years ago ATSF 4-8-4 #3751 went to the Grand Canyon Ry and it was triple headed with 2 GCR steamers.
Wow, what a sight to have seen. I wish I was there. Sigh.
It’s on a Pentrex train video, the tripleheading. Check www.pentrex.com for videos on Santa Fe 3751. I don’t know which has the triple heading tho. It will say in the description for the video.
excellent thanks
The N&W routinely doubleheaded Y-class 2-8-8-2’s, and weren’t averse to having a third lean on the caboose when the grade got steep enough.
Around the turn of the 20th century, PRR and other railroads in the eastern coalfields would routinely have 3 or even 4 consolidations on a freight. This is why most of those railroads (but not PRR) embraced the early Mallet articulateds and remained wedded to the idea until drowned in the diesel deluge.
Climbing out of California’s Central Valley over Tehachapi or Donner Passes, the SP would have a pair of cab-forwards on the point of a freight and two more about twenty cars ahead of the caboose.
I have seen a doubleheader (JNR D51 class 2-8-2’s) climbing a grade with two box cars and a brake van. Twenty minutes later a single D51 climbed the same grade with maximum tonnage, working hard, with the exhaust bark telling the world about it!
Chuck
Machines of Iron does some great steam shows including double and triple headers. I see it on RFD TV at 8:00 AM on Saturdays. Not all are steam but they had a great show about plowing snow a couple weeks ago.
To heck with weights and traction tires, I’M DOUBLE HEADING!!
After all, I got plenty of logs to deliver. This is going to be sweet.
Yes; heading east out of Roanoke on the N&W in the mid '50’s, a loaded coal train would consist of 100+ hoppers, pulled by a Class A 2-6-6-4, with a Class Y6 2-8-8-2 helper on front, at the steepest grade, a 2nd Y6 or Jawn Henry TE-1 would couple on behind the caboose. At the top of the grade, the rear helper would uncouple on the fly. At the top of the last grade, the train would be increased to 190 to 200 loaded hoppers, and the A would take the train by itself to Norfolk.
PRR doubleheaded a lot on passenger trains, wasn’t uncommon for the Broadway Limited to have two K-4’s on the point. Of course many parts of the US had areas needing helpers, where an engine would couple up behind the train. BTW if they had a wood caboose on the train, they would have to put the caboose behind the helper engine. It also was common for a yard engine to give a long train a push when starting out.
As was mentioned, it made more sense if you had a job that required multiple engines on a regular basis to buy a bigger engine - hence the popularity of Mallets which were basically two engines in one.
Here you go. 4-8-4+4-8-4 and another 4-8-4+4-8-4.
That was in regular service, not a pose for the cameras. Needed a bit of power to keep up with diesels that were operating on the same system.
Gambino–you can double-head to your heart’s delight, my friend.
On the Southern Pacific Donner Pass run during the steam era, trains would usually be headed with a Cab-Forward 4-8-8-2 running up the Sierra grade with a 2-8-0 helper out of Colfax, and there might be a ‘swing helper’ 4-8-8-2 in the middle of the train along with another 4-8-8-2 pushing ahead of the caboose.
On the Rio Grande during steam days, you could see three and four steamers on the train–maybe a 2-8-8-2 helping a 4-8-2 (or vice versa) with another couple of 2-8-8-2’s (either Compound or Simple) cut in at various points in the consist. It was very common, especially out here in the West to run multiple locos on almost any mainline consist. It was smoky, noisy, and WONDERFUL!!
Tom [:P][:P][:P]
Gambino (any relation to Vinny?):
How about this pic:
Far less common, but it did happen, was steam and diesel working together on the same train. A steam engine pushing at the back as a banker would be reasonably common. However, coupling them at the front was not successful because soot and cinders interfered with the diesel’s breathing.
Run what makes you happy. At some time somewhere it was most probably done in the real world. If we don’t ad lib a bit the pedants would find nothing to criticise and then they would not feel fulfilled. Gotta keep everyone happy. [:P][;)]
Wabash O-1 class 4-8-4 #2911 and another 4-8-4 at Delray Michigan.
[image]http://img.photobucket.com/albums/v285/jjmel/Model%20Trains/wabash2911.jpg[/image]
![http://img.photobucket.com/albums/v285/jjmel/Model%20Trains/wabash2911.jpg[/image]](http://img.photobucket.com/albums/v285/jjmel/Model%20Trains/wabash2911.jpg%5B/image%5D){kind=link}
Of course the ability to couple diesels together and use a single crew was one of the reasons for the downfall of the steam engines on the rails (many other reasons too).
Don’t know if this fits, but - when the Clinchfield was running steam excursions the loco was a light passenger type that couldn’t handle more than a few cars. The shop crew added a home-brewed MU stand to the steamer’s cab, then painted up a couple of covered wagons to look like baggage cars and coupled them to the tender.
The steam fans got their steam train, so they were happy. The operating department got a train that could get over the road (and get home if the steamer died,) so they were ecstatic!
Chuck
Some roads would double or triple their front end power to get up steep grades. Others would use pushers as helpers. Some even used mid-train helpers. Each road would use the method most efficient for their situation. MUing was far easier in the diesel age since all the units could be controlled from the front end cab. With steam, the crews had to coordinate their speed. I imaging that could get pretty tricky, especially when the helpers were either mid-train or pushing from the rear.
C’mon, Tom, tell us how you really feel about it. [:D]
The Onion Specific used to double head freights north out of Pocatello over Monida Pass to Butte. From where my grand-pappy’s farm was just north of Roberts I could watch them silhouetted against the eastern sky and the view was terrific.
More recently I was stationed with the Air Force in Germany in the early 70s and the DB frequently double headed steamers between Kaiserslautern and Bingen. The railroad ran up a valley; I was at Sembach on a hill and when they were coming north their chanting was absolutely beautiful and would last for about ten minutes.
rtpoteet