[Attachment(s) from LZadnichek@aol.com included below]
August 2, 2015
Group - Some time ago there was a thread about Class R locomotives that were equipped with ATS for operation over the C&NW from Agnew to Sterling, IL. I've attached/inserted an image showing the front end of Q 2107 that was so equipped. The locomotive was photographed in storage at Eola, IL, on August 8, 1937.
I first shared this photograph with Group members Bill Barber and Bob Campbell asking for details on how 2107 was so equipped and how the ATS worked. Bob has provided a very interesting explanation of the photograph that should interest fans of Lines East and Q locomotive modelers. Best Regards - Louis
Louis Zadnichek II
Fairhope, AL
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Bill/Louis -
The axle drive and the box directly above it are actually the speed indicator/recorder mechanism. Notice the pipe coming out of the left side of the box on an upward angle. It extends under the boiler jacketing until just before reaching the front of the cab (it crosses over the left washout plug). Once in the cab, it is attached to the speed indicator/recorder, most likely a Barco (The Barrington Co.) unit. The pipe housed a chain-like piece that rotated inside the pipe. I believe the speed indicator drive was attached to the pilot wheel for simplicity's sake; attaching the drive to the firebox support axle (not a truck since the axle slid laterally in the journal boxes which were affixed to the rigid locomotive frame) may have required more work.
Since Automatic Train Stop is a system based on the speed of an engine/train, it was necessary for the locomotive to have some kind of a speed indicator so the engineer would know more precisely what his speed was in order to comply with ATS rules. Bill, I believe you had an old Locomotive Assignment (for maintenance) Sheet that indicated there were about eight R-class Prairies that were equipped with ATS (maybe it was Karl Rethwisch that looked this up). In the transition from steam to diesel-electric, this ATS equipment, which was owned, outright, by the Q, was removed from the steam engines and applied to NW-2 switchers and the cab-equipped calf units of the TR transfer units (9400B, etc.).
If you look closely, right behind the boiler tube pilot of the 2107, you will notice a square bar to the rear of the pilot step. This is the induction bar for the ATS and all of its electrical gear that is mounted in the box on top of the pilot that looks very similar to the Automatic Cab Signal boxes we are familiar with on Q steam and diesels.
One last comment about ATS ala the C&NW version. The 6ET automatic brake valve was modified from original equipment in that it had a lock and key on it very similar to a household entry door lock. The ATS rules required after completing a successful initial terminal air brake test prior to departure from the initial station (Sterling or Denrock), the conductor was supposed to be given the key to the automatic brake valve. The automatic brake valve functioned normally for the engineer, but, should he have to place the train in an emergency brake application, the conductor had to walk up from the way car (with the key, of course), determine the cause of the emergency application and then unlock the brake valve for the engineer to resume normal operation of the brake valve.
Don't know if this was actually practiced, but that's what the ATS rules required. That assignment that ran from Sterling to Agnew over the C&NW main line and then on to Lyndon and turning at Denrock on the Q, belonged to Galesburg Division crews so I never saw the operation with ATS. When I hired out, there were three switch jobs assigned to Aurora Division crews at Sterling and every one of the switch engines was equipped with ATS and the key was in its place on the brake valve. Don't recall ever having to "big-hole" the train while working Sterling jobs, but there would be no problem since the key was where it needed to be, for me.
The CB&Q went to a lot of expense to have trackage rights via the C&NW for such a short distance. Old man, "Dillion", who owned the Northwestern Steel & Wire plant had a lot of influence over how he routed his shipments from his plant. I know in my years working the engineer's extra board at Aurora, Mr. Dillion never missed an "ICC Discontinuance Hearing" to close down the Earlville to Rock Falls branch. This went on for years until Dillion died in his late 90's I believe. When he passed away, shortly thereafter the Earlville - Rock Falls branch was abandoned and NS&W bought diesel switch engines to work the steel mill. Good bye ex-GTW 0-8-0's!
Archie Hayden was a Galesburg Division trainman and may add comments. I don't know if Archie ever worked the Denrock way freight or not, but he did spend most of his career working out of Hannibal, MO, his home town (Hannibal Division). Might also see a comment from Bud Linroth who was also a Galesburg Division trainman.
Bob
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