For 'dyed in the wool' preservationists, delight is in the details. ATSF 108, EMD FP45 c.1968 has been restored as close as possible to its as built appearance. The effort was more than skin deep. Here's a brief photo essay of the effort explaining some details of this railroad technology preservation effort not apparent or perhaps interesting to the casual trackside observer. https://drive.google.com/file/d/1I10qXk14CXJzspuQxi8ePWHzu7R7s1Wv/view?usp=sharing
R.C. Berk

What is amazing is how once Amtrak took over passenger train service over the Santa Fe for years left the passenger train gearing in those engines and used them on the Super C service and ran Freight trains faster than Amtrak was running Passenger trains to LA at times.

What a beautiful restoration!

Was this engine one of the units rebuilt with the 'notch nose' for better front-end platform access in freight service? If it was, I hope the restoration team carefully documented and measured the modifications, and ideally preserved any 'historic fabric' that was replaced in restoring the cab -- just as I hope they carefully catalogued and preserved the Haverty-era control modification equipment and configuration. What were then newer modifications are just as historical now...

Now to take up a collection to put the passenger gearing back! ;-}

Now THAT is a restoration! Beautiful work.

You may be thinking of the former Amtrak SDP40Fs that the Santa Fe acquired and modified for freight service.

Thanks. Indeed I was. For some reason I thought the FP45s had some of the same treatment.

RCB, Please consider adding another page to that excellent presentation, showing photos or parts book diagrams of the types of equipment you are seeking for authentic restoration. The folks at USS SLATER do this and it has been very successful.

PC

Received an inquiry about 108's forward facing red warning light. ATSF applied these warning lights to passenger power including motor cars and the RDCs. Red always means stop, everywhere. In this case when the light is displayed on the front of a locomotive, all opposing traffic shall stop as soon as the indication is visible. In some applications the light is switched on by a brake pipe air pressure control switch when the stopped train is in emergency ('0' brake pipe pressure) On 108, it is manually switched on by the engineer using the 'signal light' position of the console 'Gyralight' rotary control switch. Depending on the operating roads rules, it can mean stop then proceed at restricted speed or line of sight speed, prepared to stop ahead of tracks fouled by a derailment, a shifted load or personal on the ground. On Santa Fe, one rule book source (not confirmed) states the red forward facing indication shall be displayed by passenger trains stopped to discharge or receive passengers and probably baggage and mail if there is an active track between the stopped train and the station platform. Operating rule 320(A) required 'engines so equipped' to display the indication on single track mains after stopping then proceeding past permissive block signals at stop. The light is to remain displayed while transiting the entire block, presumably until reaching a clear block.

I note, just in passing, that the restoration of STSF PA 59L mentions that they have a proper 120mph speedometer... something the FP45 people indicated they wanted to do.

59L restoration is massive but the project is doable at Frisco where there is proven track record of effective project management and dedicated, motivated Santa Fe history enthusiasts. Not shy about hitching to a star, please PM if you've got an original configuration, 100 class, forward facing cab photo showing the style of cab signal display unit (different than the PA3 windshield pillar mount) and the style and location of the windshield bulkhead interior road number marking. We'd like a lead on a Barco analog electric speedometer head calibrated 0-120 mph that is correct for the 100 class as built.

That link doesn't seem very accessible. I had to login to google drive and then it said I needed permission to access the files. Where does one get permission?

All, Sorry about the attachment link access. Seems the latest edit or response changed Google Drive access to restricted from 'anyone with the link' Seems it's a game of checkers! Access has been changed back to 'anyone with the link' so just clicking the link will open it.

How would an opposing train consider this red signal light on the head end if they went from a green/clear signal to a stopped train? Would they just slow down and proceed at "walking speed" as quickly as they could without risking an emergency stop?

Amtrak locos have this feature, too--as do some commuter locos.

I don't have the rulebook handy on the shelf, but I've only witnessed this function twice, both on Amtrak AEM7's on the Northeast Corridor--one train stopping (trying not to hit someone walking on the track--thankfully my shouting got her off before the train closed the distance), one stopped. My understanding is that if you see the flashing red strobe, you approach presuming that there are derailed cars, debris, etc. fouling your track behind that flashing locomotive--at restricted, visual "able to stop at one-half the sight distance" rules.

This brings up an interesting point about managing train dynamics in 2022 vs. 50 years ago. I think now, only legacy cab control cars have forward facing red warning lights. Other than jostling standing passengers, there's little risk of dangerous train dynamic developing in short, relatively light passenger trains as a result of an emergency rate brake application. The dynamics are much more complicated in heavy, long freight trains consisting of loads and empties especially when running through horizontal and vertical curves where consequences of 'big hole' must be carefully considered. I'd say qualified engineers pull training and experience up when encountering the unexpected like an unanticipated stop signal. I'd venture preference is always for a full service rate application of the train brakes while bailing off the lead power engine brakes, trusting it gets slack bunched and the train down to the desired speed, stopped or at least to a speed where consequences of increasing to an emergency rate application are minimal. Contemporary tools like distributed power that enables mid train and end of train brake pipe reductions for more uniform braking down the train along with constant contact PTC traffic monitoring and communication pretty much eliminate the risk David raised. It's still locomotives and cars and steel wheels and rail but a lot else has changed since 1968.