Cab radio (and radio systems generally)

How do they do that with steam traction?

Tom

 

Thank you. I'd be interested to know how they remotely shut down a steam loco safely.

 

Concerned is not the right word, but I can see a risk of radios becoming the new hi vis vest, ie a badge of office to prove I'm important, not a practical thing to use when appropriate.

I can fully appreciate the functional benefits, and have just spent my employer's money on something similar.

 

Presumably this refers to a remotely activated brake application rather than 'shutting it down'.

I am hoping kestreleyes will give more detail as I am intrigued!

 

I see what you mean and they are only needed because of having no line of sight for many moves. If there is line of sight, e.g. setting back to stops to give passengers a shorter walk on a straight platform hand signals are more than adequate.

 

The question is how would they have done it in steam days? The answer is probably either a person relayed the signal, or the driver just kept going anyway until the shunter came into sight again. If neither is a workable solution, then use a radio by all means.

 

It would have been quite simple and straightforward. The driver would know pretty much where to stop with his knowledge of the yard and coaching stock. He would have reduced speed to a crawl and kept going slowly until the train buffered up to something, either another coach or a buffer stop. No worries about where the shunter is as he is looking after himself (or gone for a brew.) Simples. Look at any film footage from yesteryear and you will see such things happening.
But this is 2017 and to suggest doing this today would probably get you put in the asylum.

 

The other point of course is that

1. In the past these systems were not available, and
2. In the 'old days' drivers were doing this sort of thing day in day out unlike todays preserved line staff................

Please note that point 2 isn't casting any aspersions as to anyone's skills but obviously driving steam 5-6 days a week for 40 years gives you a very different level of experience to any of todays drivers

 

Even the big railway rules are explicit.

 

The other day I happened to be reading the RAIB report on the fatal incident which happened at Grosmont in recent years, and as it happens that rule - that the driver must stop on losing sight of the shunter - is mentioned as one which has entered the rulebook since the BR 1972 edition, and which (although not related to that incident) should be considered as best practice for all railways to follow.

 

Trips the brakes,no different than an aws if you ignore it, doesn't shut the steam creation off,that's still the drivers responsibility,but it's there just in case the driver for some reason is not in control,that's how it was described to me at the time.

 

This may be also of use,from the Signalbox forum website,doesn't mention the exact details but some interesting bits concerning radio and interlocking etc..

 

We use radio extensively over here in Canada , our steam locos have radios fitted in the cab , one each side , all orders and instructions for running are relayed from the RTC ( Rail Traffic Controller ) via radio, as well the ground staff and conductors ( guards ) have mobiles . All instructions are sent to the unit number only ...names are never used ...ie " 2860 , ok to back up 5 cars " ...that has to be repeated by the Engineer ( driver ) . When on the mainline the signal aspects have to be called over the radio ...ie medium to clear , south track at mile 84.1 ......seems to work ok in this country .....