Multi Engines Trains

[wjstix]

If you go over to the Northern Pacific Historical Society website, www.nprha.org then click on "research", you can download a story by Lee Tuskey about firing on a Cuyuna Iron Range ore train c.1949 that involves a steam powered train using a helper at several points, explaining how they signalled each other with hand signals and whistles etc.  I found it very interesting !!

[J. Edgar]

From what I've read, a lot of it was done by "feel". I've read where an engineer would complain that another engineer in a helper situation always ran too slow..."I pulled him and the train the whole way".

 

seat of the pants is what it is......when crossing between working deisel engines you can see as well as feel the units continually work for or against each other.....its noticed in the cab to.....ive never been on a double headed steam powered train but i followed the 1225 and 765 from Lima to Huntington in '92 and much of the way along the Ohio i was close enough to plainly see the drawbars either in tension or compression...........i would think as with diesels with steam going uphill your just wide open and hope a slipping set of drivers dont tear the fire out of your box

 

 put the johnson in the corner crank the injectors an give 'er hell.....

[wjstix]

From what I've read, a lot of it was done by "feel". I've read where an engineer would complain that another engineer in a helper situation always ran too slow..."I pulled him and the train the whole way".

[daveklepper]

I waited quite some time before answering your question, hoping that one of the operating locomotive engineers would answer authoritatively.  I ran a steam engine  -once.   I ran a diesel-pulled 50-car freight train -once, smoothly.  I ran a five-car Low-V IRT subway train on the 6 line, once, smoothly and witih perfect stops at the six-car markers at each station.  Ran streetcars and interurban cars lots of times.   But I think I can answer your question.

 

As you know already, with a double-header, the lead engineer signals the second engineer by use of the whistle.  Upon notice from the lead engineer, the second engineer advances the throttle as if the train was a normal one for one locomotive.   (All locomotive enineers have familiarazation runs over a particular district and usually get to run a train under the wathcful eye of a regular engineer before going into regular service.)  He will judge the speed of the train, rule-book notes and orders on speed restrictions, etc, and proceed in a normal manner.  If the train encounters a restrictive signal, the lead engineer will shut off his throttle, and the change in noise and/or lowering of speed will notify the second engineer to do the same.   If he does not notice this, the lead engineer (who controls all brake applications) will apply brakes, which he may do in any case depending on grade, speed, and the natureof the restricting signal, and the second engineer will notice immediately and will shut off the throttle.   Under this kind of proceedure, the load will be divided appropriately with both locomotives doing their share.  The second engineer will also note when the brakes are released, or when deceleration is reduced and/or the noise of the front locomotive returns and will restore the throttle, again to a position typical and normal for the particular location.  This kind of thinking can apply to a triple header and to helper locomotives on the rear or middle.

[spikejones52002]

When a train is pulled by Multiple Steam locomotive. How did the engineers know that they are exerting the tractive effert and not being pulled or pushing the other locomotives.

I know the lead engineer used the whistle to pass information.