I heard getting 2 or more steam engines(Trains)sync up was hard but many videos show multi steam engines operating without problem.Yes/ No?

Other answer:

biohazard45833:
If they were coupled next to each other and the crews were good at the job, it was practical.

There were sometimes problems with 'banking engines' which pushed from the rear of a train with another loco at the front. This was sometimes done to assist heavy trains up steep inclines. In England there used to be banking engines on standby at major inclines such as Lickey Incline and Shap Fell. They would approach the rear of the train needing assistance and push from the back. If the two drivers did not coordinate carefully it was possible to end up with the two trying to go at different speeds, placing a lot of strain on the couplings of the train and generally causing wear and tear.

I believe that on Lickey Incline they experimented with the banking engines not being coupled to the train, but just pushing against it's buffers (as is done on some mountain rack railways), so if the train picked up speed the banking engine would not hold it back but just get left behind. However this sometimes meant that if the train lost speed again and the banking engine did not slow in time, the two would bump violently together, causing damage and frightening passengers.

T:
Each steam locomotive is controlled by its own crew so communication between the crews can sometimes be difficult. Requires a bit more experience and finesse on the part of the engineer but I wouldn't say its "hard." Railroads like the Canadian Pacific double and triple headed steam trains all day long over the British Columbia Rocky Mountains.
The Chiel:
Double-heading trains with two (or even three) locomotives is as old as the railways themselves. It was mainly done when the load was too much for one locomotive, but also to get locomotives from one place to another on busy lines rather than running it 'light engine' and taking up a valuable train 'path' in the timetable. On the other hand, here in the UK the old Midland Railway operated a 'small engine' policy, and double-headed most express passenger and main line goods trains as a matter of course. When double heading, the leading locomotive had control of the train, and operated the brakes, with the driver of the other engine taking his cue from the lead engine as to when to open and close the regulator (throttle).
Andy:
On steam engines that is called double heading. There is no MU capability for steam engines so each engine has to have it's own crew on it to operate it. They have no problem syncing them. Since the engines are all on the head of the train they just pull at their own rate. It doesn't matter if one is pulling a bit harder than another. Now if an engine was on the rear of the train there would have to be communication between the engineers as to what the rear engine was doing. The head end engineer would instruct the helper engineer as to what he wanted him to do.
Tim:
Many ways to communicate between locomotives. It is now electronic.direct link or radio for a remote locomotive mid train.
In days gone by it was Hand signals and Whistle.
Wolf Harper:
It's actually pretty easy. The track syncs them up.

It's like in the 80s, a car magazine took a Honda CRX and put another Honda CRX powertrain on the rear axle. Both automatic transmissions. The selectors (P-R-N-D) were synced but each transmission made its own decision about when to shift. It just worked because the road synced them up. http://www.carlustblog.com/2008/02/car-l…

Rona Lachat:
Many ways to communicate between locomotives. It is now electronic.direct link or radio for a remote locomotive mid train.
In days gone by it was Hand signals and Whistle.

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