Automatic train control - Shenandoah Division

[NW Mailing List]

Due to a number of deadly passenger train wrecks, the ICC in 1922 mandated that some form of automatic train control be installed on at least one passenger division.  In 1924 the N&W installed a continuous three-speed inductive train control system with cab signalling on the Shenandoah Division between Hagerstown and Shenandoah.  With the ICC permission, the entire Shenandoah Division adopted a two-speed system in 1926.  Unfortunately my notes do not indicate when the ATC was removed from the division.

Glenn Fisher

Cornwall PA

> On August 21, 2019 at 4:58 AM NW Mailing List via NW-Mailing-List <nw-mailing-list at nwhs.org> wrote:
> 
>     Rick Morrison stated:
> 
>     "No, [the 611 (or other J class locos) have never operated on the Shenandoah Valley line in revenue service] except for one occasion according to Louis Newton. He wrote that 603 ran Roanoke to Shenandoah once with special permission from the Division Superintendent. Permission was required because none of the J's where equipped with cab signals. I don't remember that he mentioned why a J made this trip. Five K2a's, 127-131 were equipped with cab signals for Shenandoah Division operation. 60 Roanoke based locomotives were so equipped. Steam operation officially ended on the division February 19, 1957. The crew for train 1 was called before midnight on the 19th, but the train actually departed Hagerstown at 1:15 am February 20th."
> 
>     I'm sure this topic has been discussed in a book or ARROW article, but I don't have that information source handy. Why did the other N&W Divisions not use Automatic Train Control or cab signals --or, inversely, why were these systems installed on the Shenandoah Division? When were ATC and cab signals systems retired on the Shenandoah Division? Either an summary or a reference to an information source will be welcomed.
> 
>     Thank you,
> 
>     Frank Scheer
>     f_scheer at yahoo.com
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