My undertanding is that in the States, it used to be the practice that in Multiple Steam Unit Operation, the trailing or last engine controlled the proceedings (unless reversing when the foremost engine did this). I.e. start from the rear, take up slack and then the foremost engine moves etc.
Is this the same in RSA and UK? If no how does it work to ensure there is some degree of sysnchronisation, and that the rolling stock does not get hammered?
Multiple Steam Unit Operation
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Mike Haslam
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- Joined: 25 Jan 2007, 11:18
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double heading
In South Africa, the driver of the lead engine is in control, even when setting back.
Good drivers will always attempt to stop their train with the load stretched so as to avoid the problem of rough starting, however the lead engine will signal the rear engine (by whistle) that he is starting the train. The second loco will feel the first pull up the train and then he will also open his regulator.
Second loco has his ejector off. First loco has control over the brakes although 2cnd loco can also apply brakes in an emergency.
First loco is responsible for obeying signals etc, although second loco is not absolved of any duties in this regard.
In cases of very heavy loads (non passenger) that the loco cannot lift easily, it is known tha some drivers set the load back a bit to give some slack between wagons. This then allows the loco to pick up the load a bit easier.
On a passenger train, especially the Blue Train, any jolting on taking up the train is not permitted. We often call a nice smooth start of a train a Blue Train start.
Good drivers will always attempt to stop their train with the load stretched so as to avoid the problem of rough starting, however the lead engine will signal the rear engine (by whistle) that he is starting the train. The second loco will feel the first pull up the train and then he will also open his regulator.
Second loco has his ejector off. First loco has control over the brakes although 2cnd loco can also apply brakes in an emergency.
First loco is responsible for obeying signals etc, although second loco is not absolved of any duties in this regard.
In cases of very heavy loads (non passenger) that the loco cannot lift easily, it is known tha some drivers set the load back a bit to give some slack between wagons. This then allows the loco to pick up the load a bit easier.
On a passenger train, especially the Blue Train, any jolting on taking up the train is not permitted. We often call a nice smooth start of a train a Blue Train start.