NorthAmericanInterlockings: 2004 1977 1968 1965
Chicago and Northern Indiana Railroad Interlocking Towers: information includes Flickr Albums by Vogel and Roma (including some interior shots)
The rolling bridge spans in the background are the 8-track bridge.
Clifton Linton posted four pictures of the junction with the comment: "BEFORE and AFTER Pictures of Ash St. Jct. gotta grab your pictures fast stuff goes away before you know it." The comments on the photos are his.
For a posting of a photo by Eddie, David answered the question of where the junction was located with a map.
Marc Mainekoff posted two photos with the comment: "1984 Ash Street Crossing."
Joe Ikon I was there back in 99, is tower still standing?
Jon Moore Joe Ikon Yes but it’s fenced in.
Craig Cloud Vantage point?
Marc Malnekoff "Car trouble" on I-55 overpass.
Another photo and a description by Chris Stivers.
A video of a Southern Pacific. I'm guessing from the video's caption that it is running on its trackage rights for MoPac's purchase of the GM&O route.
David Wilson took this photo and the previous eight photos at Ash Street Crossing in 1988.
Edward posted a February 2017 photo just a few weeks before it was torn down.
Art Gross posted a Flickr photo
At first I couldn't quite figure out this location because you don't see alot of pics from this angle, but this is Ash Street crossing in Chicago, with the eastbound Texas Chief behind ex UP E9A 1428. Original Ektachrome photographer unknown, © Art Gross Collection.
Steve Rosen I worked at ash street. Whenever the southwest chief went by, I hung out the window and waved. People I met along the way would recognize me later, just in chicago, and ask if I was the guy in the little building, waving.
Dwayne Weber Old campbell soup plant where the Talman sign is. I remember that clock and temperature read out.
Philip Pirrip Bet there were some smash ups at that crossing.
David Daruszka No. The point of interlockings is that they are protected by signals that govern train movements over them. A train may only proceed over them when provided with a favorable signal indication while other signals are set against opposing movements. The interlocking machinery in the tower is designed to do just that. Unless an engineer runs by a stop signal, there will be no "smash ups" as you put it.
Philip Pirrip Even back then....before sophisticated electronic circuitry and computerization???? What you are saying....mechanical "interlocking" machinery....operated by a human being.....considering this complicated crossing pattern, was basically fool proof/fail safe???
David Daruszka Yes, the interlockings progressed from "armstrong" pipe throws to electro-pnuematic controls. The concept of an interlocking is that it requires a certain progression of actions to occur before a lineup can be completed. If the progression is incorrect the machine will prevent the lineup from being completed. This will also include locking the operator out of the machinery until it is reset. Foolproof and fail safe? For the most part yes. I can't remember any accidents at this particular interlocking, although other group members can refute that if they have additional information.
Philip Pirrip David Daruszka Thank you for your expertise and patience at explaining.
Dennis DeBruler Towers are typically two stories tall. This not only provides a better view for the operator, the first floor housed the interlocking plant. The "armstrong lever" linkages passed through the interlocking plant in the tower before connecting to the pipelines that controlled the signals, turnout, locks, etc. Railfans normally take a photo of the "office" level, but not of the first floor. The problem with writing over 2000 posts is that I have a hard time finding stuff. I think Marty Bernard has posted a good photo of an interlocking plant. But I can't remember of which tower he posted. The best I can find is this photo posted by Crew Heimer of the State Line Tower.
https://industrialscenery.blogspot.com/.../state-line...
I think most of the interlocking plant in that photo is above the walkway. Perhaps Jon Roma can provide a better view of some interlocking equipment.
Philip Pirrip WOW!
Jack Fuller Even had the crossing not been interlocked, trains would be required to approach the crossing prepared to stop [Rule 98]. Railroad Special Instructions would show what procedures were necessary to proceed.
David Daruszka This image shows a tower operator working an electro-pneumatic control system. The "pistol grip" handles require the operator to squeeze the trigger portion of the controller and then push or pull the handle to control the switch or signal it is connected to. Any specific "lineup" may require the operator to move multiple handles in a specific sequence to complete it.
Dennis DeBruler There were some smash ups at one of the first crossings in the Chicagoland area, Grand Crossing. That is when they quickly invented the first signalling protocol for crossings. Every train had to stop and then claim the right-of-way before proceeding.
https://industrialscenery.blogspot.com/.../railroad...
Brighton Park Crossing just south of this junction was famous because it was manual until 2007. I understand that all trains still had to stop at the crossing. At least it was staffed and the engineer did not have to get out of the cab to claim the RoW.
https://industrialscenery.blogspot.com/.../brighton-park...
John DeWit Woodlock II Jack Fuller, is that the rule that was applied at Brighton Park to the south?
David Daruszka Brighton Park was considered a "non-interlocked": crossing. It was controlled by a switchtender who would set the signals to stop or proceed. All trains were required to stop regardless of the signal indication and then proceed on proper signal indication. The switchtender could also flag a train through the crossing even if the signal was set to red.
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| Brian Watt posted IC GP10 # 8023 @ CHICAGO IL JUN 1974. Ash St Crossing before I had a good camera. |
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| Darren Reynolds posted B&O Old and New Ash St towers Chicago Illinois. 6/16/1977 By: Marty Bernard |
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| Edward Kwiatkowski posted Ash Street Junction which borders and separates Chicago's Little Village and Brighton Park neighborhoods. Chicago Illinois, 1965. Gary Sprandel: Photo credit top right of image states 5 22 1965. Anyone know when the lift towers were removed from the Western Av bridge? 72 is the latest I've found with them still in place. Edward Kwiatkowski: Gary Sprandel I believe that the Western Avenue lift bridge towers were removed by the late 1980's. Small ships and masted vessels stopped using this Canal by the mid to late 1950's. Luis E. Aldana Ovando: It separates actually 4 Chicago Communities in that RR JCT: South Lawndale (Little Village), Heart of Chicago (Lower West Side/Pilsen), Brighton Park, and McKinley Park. But this is one fancy photo! Seeing the Lift Bridge on Western Ave/31st Bl. Edward Kwiatkowski shared Ash Street Junction which borders and separates Chicago's Little Village and Brighton Park neighborhoods. Chicago Illinois, 1965. |
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| Bob Kalal commented on Edward's share same year, not my photo |
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| Gary Sturm posted Joseph Tuch Santucci: Ash Street Tower always looked like it was never new, both inside and out. [If I was a good little researcher, I would figure out who owned those industrial buildings in the left background.] |
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| Steven M Geisler posted CNW GP7 1580 and GP9 1763 with a caboose hop. ASH ST. CROSSING, Chicago, IL. Sept. 1974. Richard Fiedler: On the side view of the tower is painted “”B&OTC” not “B&OCT”. People think I’m crazy but I remember at least one switcher lettered B&OTC as well prior to 1970 on transfer runs by my high school. Steven M Geisler shared |
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| Brian Watt posted IC SW8 # 1222 @ CHICAGO IL JUN 1974. Craig Cloud: What is MOW doing with can? Brian Watt: Oiling the joints. Doug Stark: note ICG, not IC |
Note north is to the left:
From the south, the Western Avenue RR Corridor crossed the double-track Santa Fe and then the adjacent double-track Illinois Central. The Santa Fe and Panhandle routes have been torn up so now it is CSX/B&OCT + NS/NYC/Chicago Junction vs. CN/ICwest. (Update: BNSF has added tracks back to the Panhandle route to connect their two yards.)
Evidently, it still exists!
Note the indication on the above junction schematic of the old Illinois and Michigan Canal right-of-way south of the junction. This got me curious, so I found a 1938 aerial photo of the area. Note that the canal has been filled in except for the little stretch between Western Blvd. and Western Ave. But the bridges over the I&M still exist in 1938. I'm reminded that the expressways have not been built yet. I-55 now cuts through here where the I&M Canal used to be. The Santa Fe tracks are now torn up because there is no more freight service east of Corwith Yard so Amtrak's Southwest Chief now uses the BNSF/CB&Q tracks between Galesburg, IL, and downtown Chicago.
The junction schematic indicates that there is a branch of the Chicago Junction that goes to the northeast. This is consistent with the "green line" south of the Chicago Sanitary and Ship Canal in the following map.
But looking at the above photo, I don't see where that branch crosses the Sante Fe and IC. I wish I could find a date on The B&OCT map because the "orange line" east of Ash Street Junction should be removed. And the extensive yard/industry trackage was valid for 1938, but not for now. About the only industry left is Sun-Time's printing plant. And it closed a while ago when the Tribune plant started printing both papers. Below are then and now images of this area.
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| RailfanGuides |
From the south, the Western Avenue RR Corridor crossed the double-track Santa Fe and then the adjacent double-track Illinois Central. The Santa Fe and Panhandle routes have been torn up so now it is CSX/B&OCT + NS/NYC/Chicago Junction vs. CN/ICwest. (Update: BNSF has added tracks back to the Panhandle route to connect their two yards.)
Evidently, it still exists!
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| 3D Satellite |
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| Bill Raia Flickr Santa Fe 3464 at Chicago Bob Lalich: First shot I have ever seen of the old semaphore signals at Ash St. Thank you for sharing! Ian Contreras: Geeez. Sure reminded me of Ash St with that rise and curve in the distance. Wickedly cool. |
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| ILHAP |
The junction schematic indicates that there is a branch of the Chicago Junction that goes to the northeast. This is consistent with the "green line" south of the Chicago Sanitary and Ship Canal in the following map.
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| B&OCT Map |
But looking at the above photo, I don't see where that branch crosses the Sante Fe and IC. I wish I could find a date on The B&OCT map because the "orange line" east of Ash Street Junction should be removed. And the extensive yard/industry trackage was valid for 1938, but not for now. About the only industry left is Sun-Time's printing plant. And it closed a while ago when the Tribune plant started printing both papers. Below are then and now images of this area.
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| ILHAP |
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| Satellite |
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| Marty Bernard posted on Oct 7, 2021 SOO SD40-2 769 built Nov. 1973 at Ash Street Tower in Chicago on June 24, 1977. |
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| Marty Bernard posted CR GP7 5754 in the Ash Street Tower interlocking plant, Chicago, IL on June 24, 1977. Marty Bernard shared Paul Schlichting: Looks like he is on the "Panhandle line" which was the farthest west set of tracks, they went in to the 55th street hump yard [now a CSX intermodal yard]. Gregory Smith: "The last working railroad museum in North America" . It only went automatic in about 2013,,,, worked thru here many many times I still shake my head. I have worked for the BRC and the BN,,,, A wild interlocking. |
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| Walt Edward posted Check out those diamonds! Walt Gay collection Chuck Guzik Wabash on the CJ? Wonder where it delivered |
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| Scott Griffith posted [We get a glimpse of the eight-track bridge on the left. Looking at a 1988 aerial photo, those truss structures were the towers built for the Western Blvd. and Ave. bridges so that it would be easy to turn them into lift bridges. They were gone by a 1999 aerial photo. |
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| 1: Took this shot on Sunday, April 3, 2016 — with Henry Freeman. |
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| 2: BNSF stack train heading compass north (railroad westbound) at Ash St., photo doesn't shot it very well -- but the tower in the shot to the left is gone. Photo taken on Jan. 14, 2017. — with Scott Griffith. |
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| 3: took this shot on Jan. 14, 2017 — with Scott Griffith. [The bridges in the background would be Western Blvd. and Ave. So this is an eastbound ICwest train. I confirmed with a satellite image that, since CN has chosen Kirk Yard to be its freight classification yard, it has converted much of Markham Yard to intermodal service.] |
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| John Laschinski posted to the Chicago Great Western Railway Remembered Facebook Group Don't know the place or date. Joel J. Sieracki Ash St Interlocking is correct! Heading southbound on Chicago Junction trackage. Maybe a transfer from Proviso Yard. Gary Sprandel Western Ave bridge over the canal with the lift towers still intact in the distance. Ash st. Ardi Carl Definitely after merger. Notice the numbers. |
For a posting of a photo by Eddie, David answered the question of where the junction was located with a map.
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| David Daruszka commented on Eddie's posting Crossing of IC Iowa line, and previously the paralleling Santa Fe main line, with CSX (former Baltimore & Ohio) line and Norfolk Southern Chicago Junction line, and also previously the paralleling Pennsylvania Railroad Logansport (Panhandle) line |
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| John W. Barriger III, PRRchicago008a
The shot is flipped. This is Ash St looking south. The girder bridges spanned the old Illinois & Michigan Canal.
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| Corrected [You can see the soup can water tower of the former Campbell Soup Factory.] |
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| Photo from Scott Malec posting, 1991-93 Bob Lalich There were connecting tracks between the CJ, B&OCT and ATSF in the SE quadrant at the time. |
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| One of several photos posted by Clifton Linton Ash St. Jct. tower - now gone |
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| Eric Royburn posted CN ethanol load, U70491, slams across the CSXT and NS diamonds at Ash Street. This is the eastern end of the Freeport sub. CSX5252,CN5666,CN2524. Chicago, Illinois. June 13, 2018. [My comments in this group are being deleted. I tried contributing that the train now slams across BNSF diamonds before it hits the CSXT/B&OCT and NS/NYC/Chicago Junction diamonds.] |
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| Steven J. Brown posted This image is from the era in high school when I couldn't not afford to both buy Kodachrome and also develop it. Undeveloped rolls sat in a drawer and would trickle into the photo lab. This one's slide mount is dated Sep 1980 but I'm going to call it circa 1979. Amtrak F40PH 262 was built in 1977 using parts from traded-in SDP40F 595. She was wrecked at Big Bayou, AL on September 23, 1993 and scrapped. I'm guessing this is the Blackhawk at Ash Street in Chicago, Illinois - circa 1979. Ray Weart: Eastbound at Ash Street, yes. |
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| Nathan Mackey posted Old blue heading south at Ash St. 10/16/99 Craig Cloud Managed quick visit Ash st tower by way maintainer. The operator was a young gal, bridges impressive |
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| Patrick McNamara commented on Nathon's posting Ash Street looking North - Winter 1986 - Mark Malnekoff Chuck Guzik Cool shot! Looks like a BArr yard transfer about ready to back farther east and come around those curves to head south. The Sante FE and the B&O had reverse moves into and out of Corwith. Matt McClure Great shot! That winter was horrible. Most frozen and longest frozen Lake Michigan I can recall in Chicago. Is this from the Stevenson? Patrick McNamara Matt McClure - Yes...and YES, it was a miserable time working at Proviso as well. |
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| William Shapotkin posted We are at Ash St Tower in Chicago (visible at right), while SOO #738 leads a frt S/B on the B&OCT, as it x/o the IC-ATSF. View looks north in this Robert Sidney Barth photo taken August 1970. Lee Jones Wasnt it SIOUX ? [There were several comments explaining it is an Anglicized pronunciation of "Soult Ste. Marie."] Dennis DeBruler  Just as GTW was the corporate presence of CN in USA, SOO was partially owned by CP. SOO originally had the assets of the Wisconsin Central. When Milwaukee went bankrupt, SOO bought the St. Paul to Chicago route including the Bensenville Yard in 1986. (Metra bought the Milwaukee routes in the metro area, but SOO got the freight rights on those routes.) CP then spun off the former WC assets as WC in 1987. CN then bought WC. Now both CP and CN use their real names in USA. Since the date of the photo is 1970, that train would have come to Chicago using the WC route.Jon Roma Ash Street Tower closed in December 2000, but the building stayed, because it housed the control relays for the interlocking. When IC remote-controlled the plant, they installed the communication equipment to do so, but left the interlocking logic as is. As you mentioned, in more recent years, IC's successor (CN) replaced the Fifties-era relay logic with microprocessors, and there was no longer a need for the tower structure to remain. It should be noted that, until the interlocking machine was placed in the tower in the Fifties, this was a non-interlocked crossing with a statutory stop on all routes. Stan Stanovich ...thank you so much Jon Roma!!! I couldn’t remember exactly when Ash Street tower closed, 2000 sounds right to me! I don’t recall ever knowing the crossing was non-interlocked with statutory stop on all routes like Brighton Park. I still would appreciate knowing when the wooden structure in the above photo was replaced by the newer structure that stood until 2000, thank you again!!! Jon Roma I don't know about the frame to brick building's replacement, but the newer structure stood a long time later than 2000 – that was when the interlocking was remoted, but the tower still housed vital hardware until the plant was completely replaced within the last few years. Stan Stanovich Jon Roma ...yes it remained right up until installation of the latest/current signal system which was in the last two or three years!!! The tower in the above photograph appears to be wooden!!! Jon Roma I have pictures taken inside Ash Street Tower from a visit in 1995. https://www.flickr.com/.../in/album-72157600972554565/. |
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| Ramon Rhodes commented on William's post |
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| Ramon Rhodes commented on William's post |
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| William Shapotkin posted We are at Ash St Tower in Chicago (visible at right), while SOO #738 leads a frt S/B on the B&OCT, as it x/o the IC-ATSF. View looks north in this Robert Sidney Barth photo taken August 1970. Thomas White On the way to the CJ. Bob Lalich More likely headed to Barr Yard. The CJ tracks are to the right in this photo. As far as I can tell using track charts and crossing diagrams, there wasn't a convenient connection for EB trains off the Altenheim line to get to the CJ. That is, the connections from the B&OCT to CJ between Rockwell St and Brighton Park were all trailing point for EB trains. I know that Soo and CGW went to the Stockyards in the old days though. I am curious to know how that was done. [See Brighton Park diagram for more comments on this posting and an answer to Bob's question.] |
Marc Mainekoff posted two photos with the comment: "1984 Ash Street Crossing."
Joe Ikon I was there back in 99, is tower still standing?
Jon Moore Joe Ikon Yes but it’s fenced in.
Craig Cloud Vantage point?
Marc Malnekoff "Car trouble" on I-55 overpass.
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Another photo and a description by Chris Stivers.
A video of a Southern Pacific. I'm guessing from the video's caption that it is running on its trackage rights for MoPac's purchase of the GM&O route.
David Wilson took this photo and the previous eight photos at Ash Street Crossing in 1988.
Edward posted a February 2017 photo just a few weeks before it was torn down.
At first I couldn't quite figure out this location because you don't see alot of pics from this angle, but this is Ash Street crossing in Chicago, with the eastbound Texas Chief behind ex UP E9A 1428. Original Ektachrome photographer unknown, © Art Gross Collection.
Steve Rosen I worked at ash street. Whenever the southwest chief went by, I hung out the window and waved. People I met along the way would recognize me later, just in chicago, and ask if I was the guy in the little building, waving.
Dwayne Weber Old campbell soup plant where the Talman sign is. I remember that clock and temperature read out.
Philip Pirrip Bet there were some smash ups at that crossing.
David Daruszka No. The point of interlockings is that they are protected by signals that govern train movements over them. A train may only proceed over them when provided with a favorable signal indication while other signals are set against opposing movements. The interlocking machinery in the tower is designed to do just that. Unless an engineer runs by a stop signal, there will be no "smash ups" as you put it.
Philip Pirrip Even back then....before sophisticated electronic circuitry and computerization???? What you are saying....mechanical "interlocking" machinery....operated by a human being.....considering this complicated crossing pattern, was basically fool proof/fail safe???
David Daruszka Yes, the interlockings progressed from "armstrong" pipe throws to electro-pnuematic controls. The concept of an interlocking is that it requires a certain progression of actions to occur before a lineup can be completed. If the progression is incorrect the machine will prevent the lineup from being completed. This will also include locking the operator out of the machinery until it is reset. Foolproof and fail safe? For the most part yes. I can't remember any accidents at this particular interlocking, although other group members can refute that if they have additional information.
Philip Pirrip David Daruszka Thank you for your expertise and patience at explaining.
https://industrialscenery.blogspot.com/.../state-line...
I think most of the interlocking plant in that photo is above the walkway. Perhaps Jon Roma can provide a better view of some interlocking equipment.
Philip Pirrip WOW!
Jack Fuller Even had the crossing not been interlocked, trains would be required to approach the crossing prepared to stop [Rule 98]. Railroad Special Instructions would show what procedures were necessary to proceed.
Dennis DeBruler There were some smash ups at one of the first crossings in the Chicagoland area, Grand Crossing. That is when they quickly invented the first signalling protocol for crossings. Every train had to stop and then claim the right-of-way before proceeding.
https://industrialscenery.blogspot.com/.../railroad...
Brighton Park Crossing just south of this junction was famous because it was manual until 2007. I understand that all trains still had to stop at the crossing. At least it was staffed and the engineer did not have to get out of the cab to claim the RoW.
https://industrialscenery.blogspot.com/.../brighton-park...
John DeWit Woodlock II Jack Fuller, is that the rule that was applied at Brighton Park to the south?
David Daruszka Brighton Park was considered a "non-interlocked": crossing. It was controlled by a switchtender who would set the signals to stop or proceed. All trains were required to stop regardless of the signal indication and then proceed on proper signal indication. The switchtender could also flag a train through the crossing even if the signal was set to red.
<these belong somewhere else
Marty Bernard CB&Q Oakland Tower https://flic.kr/p/JkXo3r
Marty Bernard CB&Q Montgomery Tower https://flic.kr/p/RqUyg6
Marty Bernard CB&Q Montgomery Tower https://flic.kr/p/RqUyg6
>
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| safe_image for 3:15 YouTube drone video |
