This FRA authorization came through. The dinkies are the only trains using cab
signals. I have ridden the head end of #5, and they didn't have them.
One time I was a collector on a dinkey, and our cab car had a cab signal
failure. Since I was conductor qualified, they required a second rules and
characteristics qualified man in the cab. I rode along calling signals, and
didn't have to deal with collecting fares.
--- In CBQ@yahoogroups.com, dhartman@... wrote:
>
> Thanks Glen. I thought I remembered them still being there in 1973 but not
> "usable". But I'm probably wrong (long time ago :). Doug
> Sent from my Verizon Wireless BlackBerry
>
> -----Original Message-----
> From: GLEN HAUG <glenehaug@...>
> Sender: CBQ@yahoogroups.com
> Date: Sat, 11 Aug 2012 01:07:26
> To: cbq@yahoogroups.com<cbq@yahoogroups.com>
> Reply-To: CBQ@yahoogroups.com
> Subject: RE: [CBQ] Re: Cab Signals
>
>
> Doug: Cab signals are no longer in service between Aurora and Savanna. Since
> they were only on passenger locomotives, there were no locomotives with cab
> signals operating on this line after May 1, 1971. The removal of the cab
> signal field equipment may have occurred before that date, I'm not sure. The
> January 1971 issue of Railway Signaling and Communications contained a news
> article indicating that BN had asked the FRA for permission to discontinue
> its automatic cab signal system on approximately 105 miles of mainline
> between Aurora and Savanna, Illinois, and also on all through (not commuter)
> passenger trains between Chicago and Aurora. The article went on to say that
> BN had 65 locomotives equipped with cab signals, that the cost of motive
> power was such that these locomotives must be utilized system-wide, and that
> these locomotives could be more efficiently operated over the entire system
> rather than being limited to Aurora-Savanna and Chicago service. The article
> also stated that maximum speed had already been reduced from 90 mph to 79 mph
> on the territory west of Aurora. I did not find any subsequent information
> on when the FRA approved this request. Burlington Northern Special
> Instructions #2, dated October 25, 1970 appears to verify the speed
> reduction, as it lists the maximum speed at 79 mph. The speed reduction
> could have occurred on that date, or by Superintendent's Bulletin prior to
> that date. Others on this list who may have been in train service at the
> time may have knowledge as to exact dates for the speed reduction and removal
> of the cab signal system. While the speed reduction was officially made by
> Special Instruction, it is my opinion (and I'm not trying to point a finger
> at any operating personnel) that, practically speaking, it was not adhered
> to. Between the fall of 1970 until Amtrak took over and passenger service
> was removed on the former CB&Q between Aurora and St. Croix Tower, I don't
> think the schedule of any first class trains was adjusted to reflect the
> lower maximum speed. And I personally rode two trains over the territory
> during this time (the eastbound Empire Builder - North Coast Limited and the
> westbound Morning Zephyr) and timed both trains at various locations west of
> Aurora at, or slightly above, 90 mph between concrete mileposts. Glen Haug
>
------------------------------------
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