I 'C' You - Caltrain Adopts SP Commuter Plates?

In the bi-polar mess that are Union Pacific Signal rules, an often overlooked feature are the < C > plates that upgrade Advance Approach and Diverging Advance Approach to Advance Approach [Commuter] and Diverging Advance Approach [Commuter]. These modifiers came about in association with the Caltrans funded Capitol Corridor service between Sacramento and San Jose and upgrade the speed restriction associated with an Advance Approach signal indication to 60mph from 40mph.While this falls way short of the 90-110mph operation and 60-80mph high speed turnouts the line should have, its at least a step to improve performance. 

SP vintage mast signals displaying Advance Approach with a < C > Modifier

Anyway, at some point between 2023 and 2024, [ C ] markers appeared on virtually all signals on the Caltrain main line. At first glance it appears that Caltrain was trying to take full advantage out of the performance of its new electric trains  boost the speed of following movements from 50 to 60mph where an unrestricted speed if normally 80mph. 

However a helpful reader left a comment that the new [ C ] plates are simply to mark the signals as displaying Caltrain's speed signaling aspects. In the route signaled area an [ R ] plate is used. I'm not exactly sure which problem Caltrain thinks they are solving, maybe the new MU service involved the hiring of many new operators, but [ C ] and [ R ] are not the best choices for a letter plate. [ C ] for the aforementioned < C > "commuter" tag and [ R ] for the common "permissive" modifier. 

Milepost 25.4 signal before modification. 

Of course there wouldn't be much stopping Caltrain from re-purposing the [ C ] plates to refer to 60mph Advance Approach via a rulebook change if the "speed signal rules" reminder tunes out to be unnecessary.  Just sayin. 

 

NS Re-Signaling Old NKP West of Cleveland

Although far less significant than recent re-signaling in core N&W territory, NS is currently going after routes that were last modernized in the 1980's when the N&W / Southern union was still being figured out. This generation of "NS" signaling was exemplified by Safetran SL-20 modules in a vertical configuration with a simple obround backing, along with mast poles with low cost strap on rungs. Recent photos from 2026 show that a resignaling project is underway on the former NKP main line east of Cleveland. 

Replacements will be of the standard NS type and will add more capabilities for Restricting indications in both a R/Y and R/R/Y form. It is unclear if tubular cantilevers and gantries of 1980's vintage will be retained or replaced. 

Protecting Sharp Curves Before PTC

Located at Milepost 90.3 on the former Rio Grande Moffat Tunnel route is a wonderfully analog system to help prevent inattentive train crews from derailing eastbound trains on an especially sharp 20mph curve. Despite the later deployment of ETMS PTC on the territory this holdover from the days of yore has remained in place and is observable by persons traveling on Amtrak California Zephyr Train 6. 

The Colorado Rockies have a geologic feature known as a mountain "park" which are wide flat valleys surrounded by generically mountainous terrain. The west slope of the DRGW Moffat Tunnel route alternates between impossibly tight canyons with a line speed of 25mph and these wide flat parks with long stretches of 60+ mph running. The mountain park near Kremmling, CO allows for 60+mph speeds between mileposts 82.2 and 86.2 on track that is close to tangent. At milepost 86.6 this abruptly ends in a wheel squealing 20mph curve as the line turns into Byres Canyon.  

To mitigate the risk of an inattentive crew hitting this curve at full speed a radio warning was installed at the milepost 90 automatic signal location. When an eastbound train is detected an audio message about the upcoming 20mph track is broadcast 4 times over the road channel. The distance between the warning and the curve is close to 3 miles and is more than sufficient for the engineer to control the train's speed.

The milepost 90 signal was replaced around 2015 when ETMS PTC was added to the line, however the radio message was left in place and today it serves as reminder of the sort of analog innovation that took place in the analog era like the timer based cab signal drops that were installed at similar high risk locations on the NEC in the 1980's. 

Position Lights Replaced at QUEENS Interlocking

 In 2005 the future looked somewhat bright at QUEENS Interlocking. Although the US&S Model 14 interlocking machine has been taken out of service, the extra long interlocking plant had been rebuilt with brand new PRR style amber position light signals that were set to last 40 years or more. Well changes in LIRR operations that ultimately closed the tower in 2020 have now come for the position lights. LIRR's new "Reduced Aspect Signals" began to appear at the eastern end of QUEENS in 2023 and it was reported that the west end had had its position lights replaced. 

QUEENS East End RAS dwarfs in 2023

QUEENS eastbound PLs on the final day of service.

If there is a silver lining the classic eastbound PRR style signal bridge was retained for the new RAS dwarfs. It is also not entirely clear about what if anything replaced the intermediate PRR PL cantilevers. Or if their conversion is to occur at a later date. 

QUEENS intermediate PL cantilevers in the Winter of 2025/2026.

QUEENS was subjected to numerous re-configurations over the past 20 years as the Main Line 3rd Track project progressed and a new infill station was built at Elmont. When first rebuilt in 2005 QUEENS has 4 PL signal locations dividing the interlocking into 3 logical zones. From west to east this consisted of the original PRR PL gantry, Medium Speed crossovers, modern PL cantilevers, the 80mph high speed crossovers, a modern PL gantry, an unused portion and finally a PL "gantrylever".

Westbound PRR PL "gantrylever" protecting the future 80mph crossover location in 2015.

Original post-2005 configuration of QUEENS high speed turnouts. 

In 2023 the 3rd track project and Elmont station projects added crossovers into the east end, however instead of using the 2005 infrastructure that intended to support this very move, the LIRR depopulated the signal gantries in favor of RAS dwarfs and temporary PRR pedestal signals. 

It was unclear exactly what motivated this change, but the process now appears to be complete. This unfortunately represents a major loss of classic PRR amber position lights on modern 4-track structures.