ATC
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nw-mailing-list at nwhs.org
Tue Nov 23 14:38:27 EST 2004
Harry Bundy states that 100 locomotives were equipped with cab signals. I
can assume that was initially when the N&W installed cab signals.
I have some listings for specific numbers of locomotives equipped with these
devices. It is only a "snapshot in time" at two dates. For brevity, I am
listing the number of each class, not the individual road numbers.
"Locos. equipped with continuous inductive cab signals (mfg. by Union Switch
& Signal Co.)" [used on shen. Div.]
Class No. in 3/1946 No. in 8/1951
E2a 1 1
K1 2 2
K2a 5 5
M 5 3
M2 4 4
M2c 1 1
Y3 4 3
Y3a - 1
Y6 35 35
Y6a 16 16
Y6b - 10
Totals 79 87
"Locos. eequipped with intermittent train stop operating over A.C.L. between
Petersburg & Richmond (mfg. by General Railway Signal Co.)" :
E2a 2 2
K2 2 3
Totals 4 5
The E2a's did not operate on the N&W after 1953 except on the Clinch Valley
line. Road numbers on all classes were very consistent between 1946 and
1951.
Bud Jeffries
----- Original Message -----
From: <nw-mailing-list at nwhs.org>
To: "N&,W Mailing List" <nw-mailing-list at nwhs.org>
Sent: Monday, November 22, 2004 4:48 AM
Subject: ATC
> Date: Sat, 20 Nov 2004 15:39:21 EST
> To: nw-mailing-list at nwhs.org
> From: nw-mailing-list at nwhs.org
> Subject: Re: 1920 Rural Retreat Wreck Photos/ATC
>
>
> 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
>
>
> November 22, 2004
>
> Hello, Harry:
>
> I've back copied James Foley, who knows much about
> RF&P subjects. He's on a RF&P yahoo groups list.
> Since one list can't communicate directly with another
> except via a member of both, please send me your email
> address and I'll check with Jim to see what he has to
> say on this topic.
>
> Best wishes,
>
>
> =====
> Dr. Frank R. Scheer, Curator
> Railway Mail Service Library, Inc.
> f_scheer at yahoo.com
> (202) 268-2121 - weekday office
> (540) 837-9090 - weekend afternoons
> in the former N&W station on VA rte 723
> 117 East Main Street
> Boyce VA 22620-9639
>
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