I can't figure out how to remove the labels when I zoom in on the bird's-eye view, so the image to the right is the highest resolution I can get without labels.
Below is the bridge that was built by the B2 project. According to an ASCE article, the project was completed in September, 2013.
That bottom track is the track used by the commuter trains. I caught a freight train on the connector while I was there, and I learned that the UP also runs it trains slowly. (Around 2:50 in the video another freight appears on the lower yard lead.)
|Flickr from John W. Barriger III IHB Album|
Carlos Ferran posted four photos with the comment: "Yesterday was a good day if you were on the Harbor/Proviso. A UP manifest had quite the lashup that afternoon, consisting of a UP SD70M, CSX C40-8W, and two former BHP Billiton SD70ACe's. They departed Proviso last night on the M-ELNP-21. Word is these former Aussie ACes are bound for Progress Rail in Marshalltown, IA." (Used with permisson.)
Projects B4/B5 were signalling and track work for a 7-mile stretch of the IHB. It demonstrates that Chicago still has 19-th century rail technology in the 21-st century because it upgraded over a dozen hand-thrown switches to power switches. It also added and improved crossovers. Instead of taking 2 hours to cover the 7 miles (3.5 mph, walking speed), it takes "just" 20 minutes. That is still just 21 mph. The report is excited that the track speed is now all the way up to 30 mph. This makes me appreciate how fast freight trains run on the BNSF/CB&Q racetrack near my house. What struck me was the cost -- $38 million for "just" track and signalling work. Track and signalling work is more complicated than I would have guessed.
(For my reference: if I can force myself to describe how B4/B5 wasted a lot of our federal tax money, I'll need this posting that confirms the connection on the north side is seldom used.)