BNSF Moves to Abandon Chicago Cab Signaling

Following in the footsteps of Union Pacific, BNSF has petitioned the FRA to abandon its cab signaling system on the former CB&Q Chicago "Racetrack" Sub between Chicago and Aroura, IL.  In service only for METRA commuter trains, the system dates from the heyday of first generation safety systems following an ICC order in the 1920's.  With PTC being the cited reason, it is now up to the FRA to decide if new technology is an acceptable replacement for the simpler, yet far more resilient safety systems from the 20th century.  Although the burden ostensibly falls on METRA, which contracts BNSF to run the commuter rail service, BNSF is still responsible for maintaining the physical plant.  If the CB&Q cab signals are discontinued, it will be harder to justify METRA's Rock Island district 20 mile segment of cab signals between Blue Island and Joliet.

All of this represents a stunning reversal of fortune for cab signaling in North America as the system has seen robust expansion over the first part of the PTC era as northeastern railroads relied on it to meet the mandate. While Class 1 road NS has also been recently expanding its cab signal territory, CSX has applied to discontinue use of the CSS based ATC system on the RF&P Sub in Virginia.  The latter is less problematic as the ATC only enforced a minimum brake pipe reduction upon cab signal downgrade as is made completely redundant by PTC protections.  CSX has states no intention of removing the cab signals, partly due to the pending takeover of the corridor by the State of Virginia for increased passenger operations.  It remains to be seen if the future 110mph S-Line restoration will feature cab signals or rely solely on PTC.