|Looking eastward (geographically north) at the end of double track. All eastward traffic must negotiate the spring switch. But notice the eastward ATS inductor is on the westward main, indicating that eastward Amtrak trains are routed against the current of traffic from Abajo to Hahn. This is in order to access the depot, which is on the north side (geographically west) of the tracks. The current installation has H-5 searchlights and appears to have been a recent modification judging by the base and fieldside placement.
|The east end of double track is at Hahn. It is also the beginning of ATS. When the double track was completed in 1917, the AT&SF installed an 8-lever mechanical interlocking tower with approach, indication and section locking. The interlocking plant seems not to have survived very long as a 1935 timetable shows Hahn to be only a spring switch. The Santa Fe was a pioneer in the development and implementation of the spring switch, having embraced its use heavily by 1920. Since Hahn probably had few functions beyond lining the switch for double track, it was an early candidate for closure and spring switch replacement. Unfortunately, no photos of the plant are known to exist.
|Photo looks south towards the Albuquerque skyline. Despite the high-noon sun, the temperature is a chilly 34 degrees and patches of snow litter the ground. The head-in signal is numbered 8981, while the eastward setback signals have no number plates, designating them as absolute signals even though they are automatics. Should the eastward signals be red without any occupancy ahead, and a train has authority to enter the territory, the conductor still must contact the dispatcher for permission to pass the signal. If the train cannot contact the dispatcher, the conductor will line the switch and the headend will pull 200 ft past the switch to foul the circuit. The train must wait five minutes, and after determining that all is clear, proceed at restricted speed until the next non-restrictive signal.