The configuring of the Chicago-Aurora raceway for 90MPH made for an interesting
trip experience.
Like a long distance runner, the Denver Zephyr would sprint the final distance
into Chicago. My mother pointed this out to me on trips in the 50's. It always
seemed that after Aurora, the train got its second wind and, as it approached
Chicago, it ran faster and faster so that the stations would become a blur.
Truly exciting.
sjl
Ed DeRouin wrote:
> Ed and Others:
>
> This subject has led to some confusion. Hopefully, when I complete the
> article on CB&Q signal system history, some clarity will exist......ok, you
> can stop laughing now....
>
> The Q installed a continuous cab signal system in the early fifties on the
> Chicago-Aurora and Aurora-Savanna Subdivisions and equipped E units, two
> GP7s (243 and 244), and several steam locomotives with cab signal equipment.
> This system was only a signal system and not Automatic Train Control (ATC)
> or Automatic Train Stop (ATS).
>
> Remember, our favorite railroad was frugal. If a 90 mph speed limit could be
> obtained with ICC approval for only the installation of cab SIGNALS, the Q
> was not about to spend the money for additional, and controls.
>
> Freight locomotives did not need such equipment in the eyes of Q management.
> The authorized speed limit for those train was well below 79 mph.
>
> I believe the other roads you point to may not have wayside signals and rely
> upon onboard signals, installed such systems to permit higher passenger
> speeds, or use ATS as an additional safety factor.
>
> Ed DeRouin
>
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