Actually the system used in this area was ATC not ATS. ATC uses coils located
under the pilot that sit over the rail. In my time the key system as gone but
the metal seal was mandatory. I don't remember an emergency application needing
the system to be unlocked but a "penalty" would need to have the PCS reset
before the brakes could be released. The older brake stand had the big brass
brake stand that had the arrow that turn around and pointed at you when you had
a penalty. I spent a few times as the fireman using Brasso to get it all shined
up for my engineer while working the way freight.
That report was quite a read, I would not have wanted to be the local
chairman trying to defend the crew.
I wonder if the cars that were picked up at Belle Plaine were the Mason City
meat which came from there as the speed that they were running seems like that
is a possibility. Old heads told me that the way freight use to work Clinton to
Belle Plaine then the meat back. They used the Alcos and there is a picture I
have somewhere showing the Alcos in Illinois on the mainline. The meat from
Belle Plaine ended when the meat train ran through the MILW north of Belle
Plaine In 68? That is in the ICC files also. I knew a person that had photos of
the units but the only thing left was the frame.
Sorry for the non Q content.
Steven Fye
---- "qutlx1@aol.com [CBQ]" <CBQ@yahoogroups.com> wrote:
> By the way for anyone looking to read it, the report is for 1962 not 63.
>
> Leo
>
> > On Aug 2, 2015, at 9:52 PM, Jpslhedgpeth@aol.com [CBQ]
> > <CBQ@yahoogroups.com> wrote:
> >
> > Leo...I didn't take time to look up the report before I wrote my note, so
> > some of the details might be "slightly in error"...But I've probably read
> > the thing a half dozen times in the last few years, so i pretty well recall
> > the "big picture" and Bob's explanation brought the matter to mind.
> >
> >
> > I sometimes read these old reports as part of my "recreational
> > reading"...My Dad used to "go ballistic" when he caught me reading those
> > old RR magazine stories for the "upteenth time". "What a waste of
> > time...isn't there something better for you to do"...What good is that old
> > stuff going to do you".
> >
> > You know when I'm doing it now...65-70 years later I still get twinges of
> > concience and think he's somewhere looking at me with much disapproval.
> >
> > Pete
> >
> >
> > -----Original Message-----
> > From: qutlx1@aol.com [CBQ] <CBQ@yahoogroups.com>
> > To: CBQ <CBQ@yahoogroups.com>
> > Sent: Sun, Aug 2, 2015 8:38 pm
> > Subject: Re: [CBQ] C&NW ATS Explanation
> >
> >
> > Pete,
> >
> > Interesting read. Thanks for bringing this up. Other than a couple blatant
> > rule violations,a little too much faith in systems and Murphy's law were
> > certainly involved also.......
> >
> > Leo
> >
> > On Aug 2, 2015, at 5:24 PM, Jpslhedgpeth@aol.com [CBQ] <
> > CBQ@yahoogroups.com> wrote:
> >
> >
> > Just for a little information as to what can happen when the key is
> > improperly handled and short cuts are taken..ie everybody goes down in the
> > nose and forgets about what they are supposed to be doing, go to the ICC
> > Investigation file for a collision that took place at Agnew, IL in 1963 on
> > the CNW. The CB&Q was not involved, but there is lots of explanation along
> > the lines of what Bob has written here.
> >
> > It's a long report and full of exciting details as to what led up to the
> > collision.. Almost like one of the old Harry Bedwell tales in RAILROAD
> > MAGAZINE. Talk about "that couldn't possibly happen, but it did and the
> > results were disasrous. It's a long read and requires you to pay attention
> > to all the details...But isn't that what we do here.
> >
> > Pete
> >
> >
> > -----Original Message-----
> > From: LZadnichek@aol.com [CBQ] < CBQ@yahoogroups.com>
> > To: cbq < cbq@yahoogroups.com>
> > Sent: Sun, Aug 2, 2015 5:03 pm
> > Subject: [CBQ] C&NW ATS Explanation [1 Attachment]
> >
> >
> > [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
> >
> > - - - -
> >
> > 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
> >
> > - - - -
> >
> >
------------------------------------
Posted by: <sfye@windstream.net>
------------------------------------
------------------------------------
Yahoo Groups Links
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/CBQ/
<*> Your email settings:
Individual Email | Traditional
<*> To change settings online go to:
http://groups.yahoo.com/group/CBQ/join
(Yahoo! ID required)
<*> To change settings via email:
CBQ-digest@yahoogroups.com
CBQ-fullfeatured@yahoogroups.com
<*> To unsubscribe from this group, send an email to:
CBQ-unsubscribe@yahoogroups.com
<*> Your use of Yahoo Groups is subject to:
https://info.yahoo.com/legal/us/yahoo/utos/terms/
|