1920 Rural Retreat Wreck Photos/ATC

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Service between Appomattox Station, Petersburg and Broad Street Station,  
Richmond
involved three carriers -- ACL,  RF&P and Richmond  Terminal.  
 
THE EASY PART -- Between Petersburg and Dunlop  (3.0 mi.) this was  
Centralized 
Traffic Control, automatic train control NOT in service and speed  restricted 
to 50 MPH.
Between Dunlop and the James River Viaduct (21.6 mil.),   Intermittent  Train 
Control
was in effect over ACL ownership. Speed for passenger trains  handled by steam
locomotives 70 MPH (ACL TT #1, 04/25/54).  From the James River  Viaduct to
Acca Wye,  2.83 mi., ownership was RF&P, but ACL's intermittent  Train 
Control was
in effect. Between Acca Wye and Richmond Terminal (1.2 mi), RF&P's  Automatic 
Train
Control was in effect, speed not to exceed 20 MPH. 15 MPH between inbound  and
outbound home signals, Broad Street Station.  
 
THE HARD PART - ICC Accident Investigations (#2733 for one) identify the  ACL
system as Automatic Train Stop - Intermittent Inductive Type.  Special  
Instructions
in ACL Timetables identify the system as Automatic Train Control.   RF&P
Instructions also indicate that their system was Automatic Train Control,  but
notes that acknowledgement of a change of cab indicator from clear to a  less
favorable indication must be made within six seconds after whistle sounds  to
prevent an automatic brake application. Frank Scheer, where are you when  I
need you ?
 
Other notes of interest:
 
1- ICC Directive No. 13413 ordered N&W to have in service Automatic  Train 
Control
    between Roanoke and Columbus by "the first day of  February, A.D., 1926". 
 Also
    on the Virginian between Norfolk and Roanoke.
 
2- The Automatic Train Control in service on the Shenandoah Division was  
manufactured
    by Union; on the  ACL, it was General Railway  Signal. 
 
3- When "The Champion" was placed in service on December 1, 1939, the  ACL
    equipped Engs 500 and 501 (a.k.a. "The  Galloping Ghost of the Atlantic 
Coast")
    with both GRS (intermittent train control over ACL)  and Union 
3-indication, 2-speed
    continuous train control (for operation over the  RF&P to Washington).
 
4- C&O used Union Signal Intermittent Induction Train Control Orange to  
Clifton Forge,
    125 mi., but outfitted four locomotives with  three indication cab 
signals and two
    speed continuous control for operation on the Shenandoah  Division between
    Loch Laird and Glasgow.
 
5-  N&W had 100 locomotives equipped with cab signals for service  between
     Hagerstown and Roanoke in accordance with I.C.C.  Order #13413. This from
     "The Signal in the Cab", bulletin No. 144 by the  Union Switch & Signal 
Co.
 
6-  There are portions of the C&NW which were doubled tracked with  left-hand 
running.
     I believe this is Automatic Train Stop  territory WITH cab signals, but 
no intermediate
     wayside signals.
 
7-  RF&P Instructions indicate that enginemen were required to  make an 
outbound test
     in every instance before leaving the  terminal.  Broad Street Station 
has 8 (plus)
     tracks capable of making the test and so I've been  told, the Petersburg 
Engine
     Terminal also had a test track.
                                                         Harry Bundy
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