ATS on 1950s Steamers (AT&SF)

[Gunns]

I am looking for photos of the ATS equipment in the cab of the 2900s 4-8-4s
This is a shot of the mounting plate in the cab,

but I need to know what the equipment that was mounted there looked like.
Thanks,
Gunns
ps any info on how they worked, as in did they set the brakes, or was it just a cab alarm,,,?

[nanaimo73]

The August 1975 or February 1987 Trains may have something.

[Anonymous]

Are you sure you don't mean ACS? Santa Fe used both. ACS was a cab signal system, used between, if memory serves, Pequot, Illinois, and Fort Madison, Iowa, and discontinued about 1970, when CTC was installed on that territory. That equipment did require brackets for mounting the cab signals inside the cab, but I can't say beyond any doubt that this bracket is for the cab signal housing of ACS. However, being that it is on the backhead, it is in the right place for ACS and is almost certainly not for ATS, the cab equipment for which was located near the Engineer's seatbox. I have seen and used ATS, on diesels, and have seen it installed on ATSF steam locomotives.

ATS (Automatic Train Stop) is still in use on parts of the old Santa Fe where there is passenger service. In 1947, the ICC mandated that operation of passenger trains at speeds of 80 MPH and higher would require some type of train stop equipment on the locomotive, for additional safety at high speed. Cab signals was one option, and ATS was another. With over 1,000 miles of territory with a passenger maximum speed of 100 MPH, Santa Fe installed ATS extensively, in CTC and ABS territory. With ATS, a shoe mounted on the locomotive (trailing truck on ATSF steam, either truck on diesel) passes over wayside inductors located at each block signal. If the signal displays Clear, the inductor is energized, and nothing happens in the locomotive cab. If it displays an indication less favorable than Clear, the inductor is not energized, and a magnetic field between the locomotive-mounted shoe and the inductor causes a loud air whistle to sound in the cab. The Engineer has a short time in which to move a rotary air valve lever, usually mounted near the right cab wall below window level, to the acknowledging position. If he does this in a timely manner, a gong sounds and he returns the lever to the charging position. If he delays or does not acknowledge, the air whistle depletes a small reservoir, the air pressure of which also holds a spring-loaded electrical contactor open. The pressure goes down, the contactor closes, and a penalty brake application occurs at a service rate (not, as is commonly believed, an emergency application). If this happens, the Engineer must lap the brake valve and wait for the train to stop, then move the automatic brake valve to Running or Release position, recharge the brake pipe, and may then proceed under speed restrictions applicable to trains delayed within a block. Whereas ACS will apply the brakes if an Engineer does not reduce to a certain speed after being warned of a less favorable cab signal indication, ATS only assures that the Engineer acknowledges that his train is passing a signal displaying an indication which may require reducing speed. It does not assure that he actually reduces speed. Santa Fe also placed inert inductors next to speed signs in high speed territory where a substantial speed reduction was upcoming, such as from 90 MPH to 50 MPH for a curve. These are permanent inert inductors, marked by an ATS sign on the same post with the speed sign, and they cause the air whistle to sound each time an ATS-equipped locomotive passes them, reminding the Engineer of the permanent restriction ahead. These inert inductors at speed signs were used on non-signaled, as well as signaled, Districts of the Santa Fe where there was passenger service. That is one reason why certain classes of Santa Fe steam and diesel locomotives were not used on passenger trains. They were not equipped for ATS and required establishment of an absolute block ahead of them, by train order, if used on passenger.

A newer type of locomotive ATS equipment, in which the rotary acknowledging valve and lever are replaced by a push button, is used by Amtrak. None of the rotary valve equipment, as far as I know, remains in service. The newer equipment has the same general effect: warn the Engineer, and apply the train brakes if the Engineer does not acknowledge.

I rambled away from the question a bit. My answer would be that it appears to be the ACS cab signal housing bracket.

[Anonymous]

The above answer was bang-on. Thanks for sparing everyone from listening to me ramble on about the ATS system used on the MCRR in Canada!

[Gunns]

Thanks Much, I am not positive what was mounted there (except the double sided steam gage was there) How ever I still need photos of what the Equipment looked like. The 2900s opperated from Argentine KS to Albuqurque NM, and were mounted with the ATS (removed and placed on the early PAs) here is a shot of the mount mentioned.


We need the equipment apperance so as to restore the apperance of the cab, also the equipment cabinets will allow us to mount some non "Period" equipment with out compromising the apperance of the cab. ( we need to put the deisel MU controls some where...)
Any cab photos of the Passenger equiped 2900s would help.
Gunns