Train splitting before multiple units (steam days)

[30907]

Many of these changes were to multiple units, where you just needed to change ends of the vehicle.

But when diesel or electric locos were involved, there was minimal difference (unless you count the change from steam to electric heat).

 

[StephenHunter]

But when diesel or electric locos were involved, there was minimal difference (unless you count the change from steam to electric heat).

Well, you didn't have to spend so longer starting the engine up or shutting it down.

 

[LickeyIncliner]

Many of these changes were to multiple units, where you just needed to change ends of the vehicle.

Obviously a lot of steam operations were replaced by diesel or electric multiple units, not least to reduce the time and cost of coupling/uncoupling - but my question was specifically whether changing a locomotive-hauled train from steam to diesel or electric made any difference to train splitting/joining ?

Though your mention of multiple units raises another question: when one multiple unit had to be coupled to or detached from another, the task for the person down on the track presumably became a bit more time-consuming, with control cables too connect as well ?

 

[thesignalman]

Obviously a lot of steam operations were replaced by diesel or electric multiple units, not least to reduce the time and cost of coupling/uncoupling - but my question was specifically whether changing a locomotive-hauled train from steam to diesel or electric made any difference to train splitting/joining ?

Not with vacuum brakes - an engine change could be extremely slick, if I remember the usual allowance was three minutes. It was only with the advent of air brakes and the time they took for a brake test that changes were slow - the standard allowance for air brakes was ten minutes.

John

 

[Taunton]

Whose responsibility was it to couple Modernisation Plan dmus? In steam days, apart from those locations with a shunter on duty, itwas the fireman's task to jump down and do it. But dmus brought along only driver and guard. I saw it a good number of times but never registered what job description.

I believe every location where Southern emus split and rejoined had a shunter on duty.

 

[Big Jumby 74]

I believe every location where Southern emus split and rejoined had a shunter on duty

In my time, correct, many of those concerned were 'Railmen' (RO2) grade so spent much of their time on station duties, but some were also passed out for shunting, as in assisting splitting and joining. At locations where a larger proportion of stock was stabled (ie; Basingstoke) there were designated shunters. As with all things, circumstances differed from location to location and from time to time.

 

[Gloster]

In my time, correct, many of those concerned were 'Railmen' (RO2) grade so spent much of their time on station duties, but some were also passed out for shunting, as in assisting splitting and joining. At locations where a larger proportion of stock was stabled (ie; Basingstoke) there were designated shunters. As with all things, circumstances differed from location to location and from time to time.

I think that to do it on a regular basis you had to be a minimum of Leading Railman and if it involved any other train preparation that meant a Senior Railman’s grade. The Southern Region had the a habit, certainly at Guildford, of teaching even the most junior staff some basic things so that they could wind points, act as hand signalmen, etc. if things went down the pan. I was taught how to couple and uncouple vehicles, including using an Instanter coupling, although not how to handle EMUs. (‘Break the vacuum first, make it last.’)

 

[Harpo]

I was taught how to couple and uncouple vehicles, including using an Instanter coupling, although not how to handle EMUs. (‘Break the vacuum first, make it last.’)

I heard that described in my early days as ‘cripple the driver’. Destroy the brake to prevent any movement.

 

[Big Jumby 74]

I think that to do it on a regular basis you had to be a minimum of Leading Railman and if it involved any other train preparation that meant a Senior Railman’s grade

You may well be correct. One's memory of exact detail isn't as reliable as it once was!

 

[StephenHunter]

Not with vacuum brakes - an engine change could be extremely slick, if I remember the usual allowance was three minutes. It was only with the advent of air brakes and the time they took for a brake test that changes were slow - the standard allowance for air brakes was ten minutes.

John

They can certainly be done fairly quickly on heritage lines.