It appears that the EJE & the BNSF have made upgrades to the switch and signals on the “J” mainline at East Siding (EJE mp 21) where the connecting track from the BNSF Eola Yard runs up to the “J” mainline (SW quad / Liberty St Crossing). The switch at this location used to be a hand-throw and was protected by a single search light signal. BNSF trains from Eola Yard that wanted to enter the “J” running south, or BNSF trains running north on the “J” that ran through Eola Yard, would usually have an employee from Eola drive out to plant and operate the switch. With the new BNSF Logistics Park facility now open and a increased number of BNSF trains operating over the “J” between Joliet and Eola it looks like there are some new changes to the plant. Work crews have been in the area for a number of weeks now. The most visible change is the new triple aspect signal that replaced the single search light signal for northbound (timetable west) trains. Driving over the New York St bridge the other night I was pratically blinded by it. If the bridge wasn’t in the way, I’d joke that the crews could see that signal all the way from Joliet! Does anybody know if the switch is now a power switch as I’m guessing that it is? And who controls the new switch? “J” dispatcher, or BNSF crew?
Chris, I also have seen the action you are speaking of and only just this morning was driving over the New York Street bridge and could not help seeing the triple red signals North(west)bound (even in broad daylight). I also saw the new switch “cabin” at Liberty Street with the “J” sign in orange and green which says “Liberty” on it. I believe this is now an automated switch due to the vastly increased number of movements between “J” and BNSF Eola. I have also heard much less (i.e. none) scanner talk between Eola yardmaster and “J” dispatcher or trains and I believe it is due to this change as well. You will also have noticed new signals just South (timetable East) of the Diehl Road crossing but I don’t believe these have been activiated (I may be wrong on that though). Do you happen to know if the new signals are still approach activated or not?
The new signal that I’ve seen from the New York St bridge has been on every time I’ve passed it and I’ve only seen it with all red. I’m guessing that the green, or yellow, aspects will be as bright as the red. I think they’re using like 1500 watt bulbs for that new signal!
The new Liberty Interlocking is part of a lot of upgrades in the area… The biggest of which is that it’s now CTC from West Chicago to East Normantown starting last week, and probably won’t be too much longer until it’s the rest of the way into CTC Turner.
As far as I know, not at all… The only run-thru BNSF trains I know of, are the ones that have to do with Logistics in some way. Or the new taconite trains to Gary may sometimes have run-thru BNSF power. I have a list of all the trains that I know about, on the Trains section of the Information page of my EJ&E site below. If anybody knows of any that aren’t listed, please let me know.
I was able to get a relatively close up view of one of the new signals at the Diehl Road crossing this afternoon while a train was in the block and noticed that when viewing the signal from the side you can see the aspect becuase the “lens” is very thick and the signal color is very easily identifiable from the side, which it never was before.
I dont know where these CN monster coal trains are destined.
Right now there are three pairs of coal trains and empties 708, 760, and 766.
I am not sure if there is 1 BNSF or 2, but I do know there is both BNSF and UP. I checked notes for photos and cant find anything. I will begin listening a bit closer and try to determine which trains are which.
How does UP route the CN coal trains thru Chicago?
I really don’t know, but the only routes that make any sense would be via EJ&E from West Chicago to Griffith, or via IHB from Provo Junction to Blue Island.
Not really. Trains coming from the west on UP go into the yard at West Chicago, head out onto the same connection to the J as northbound trains would, cross over the Belvidere Sub connection, then head onto a new connecting track that points them south on the J–they enter the J main line just north of the UP diamonds.
They had to do it this way because there was a big outcry about the number of historic (and other) homes that would be demolished if a straight connection were built in the southwest quadrant.
No. But I guess with the yard right there they don’t really need one. It’s easy so send EB UP trains south on the J. I think WB trains might need to make a backup move. Carl?:
I did not know that loop in the NW quadrant existed. That makes sense for an easy access. When was that put in? or has it been there a long time.
I recall a few years ago UP wanted to put in a connection in the SW quad…purhaps this was put in instead. Sort of reminds me of Wellsboro, In. in the day.