(As opposed to the Calumet Tower.)
The text at the bottom of the picture indicates this is "J.W.Riley southbound on first detour via Calumet City, IL. Picking up hoop orders."
The Riley is on the Bernice Cutoff that used to run between Pennsy's Pittsburgh, Fort Wayne & Chicago and the Panhandle Route. Looking at the satellite image linked at the top, it appears the tower sat between two B&OCT tracks. Taking a closer look at the photo, I can see a track on the other side of the tower. The two tracks in the foreground would be the IHB tracks.
1974's track layout is more consistent with today's layout than the layout in 1939.
Update:
Ed Kaplan posted the question:
There is a lot of detail in the comments of this posting that I don't have the time to study.
Scott Griffith posted some documentation. Since it is a closed group, you might have to be a member of Facebook to access the photos.
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| Scott Griffith posted Interlocking at Calumet Park William Shapotkin Wow! During the Amtrak era. Great shot -- have a date? Scott Griffith 1974 I think Peter Zimmermann I've always heard a "disgruntled" operator burned it down. |
The Riley is on the Bernice Cutoff that used to run between Pennsy's Pittsburgh, Fort Wayne & Chicago and the Panhandle Route. Looking at the satellite image linked at the top, it appears the tower sat between two B&OCT tracks. Taking a closer look at the photo, I can see a track on the other side of the tower. The two tracks in the foreground would be the IHB tracks.
1974's track layout is more consistent with today's layout than the layout in 1939.
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| 1939 Aerial Photo from ILHAP |
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| William Kruspe posted B&O RR Calumet Park Tower 1974 - Old Gauntlet Bridge east of Cal. Tower. 1974 |
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Mike Breski posted
Calumet Park tower, which burned down a few years after this photo was taken. The interlocking was then
controlled from Hohman Avenue tower until it was shut down.
Mike posted again Calumet City IL at Burnham line on SC&S/PRR Bernice Cutoff at IHB MC CSXT main lines Calumet Park tower, which burned down a few years after this photo was taken. The interlocking was then controlled from IHB Hohman Avenue tower until it was shut down Jon Moore Some of the rods and a few bases are still in the weeds here! Mike posted again Calumet City il at Burnham line on SC&S/PRR Bernice Cutoff at IHB MC CSXT IC Kensington main lines Calumet Park tower, which burned down a few years after this photo was taken. The interlocking was then controlled from IHB Hohman Avenue tower until it was shut down. Jon Roma This image looks north along the ex-PRR South Chicago & Southern line toward Colehour Jct., which was where the SC&S joined the ex-Pennsy Ft. Wayne main. This is likely one of the Indianapolis, Louisville, or Cincinnati trains. Calumet Park Tower burned down during the Seventies as a result of arson allegedly committed by a former operator who had been dismissed for a rules infraction. Nearby Burnham Tower – also on the SC&S – also succumbed to fire, that one being the result of an overzealous furnace. lan Buck Probably the sad little Cincinnati train. I never knew of the South Wind remnant only having one coach plus baggage. It usually ran baggage and some sort of car for food service plus at least one coach. The Cincy train had no food service at all. Ean Kahn-Treras just curious what relation you think the Illinois Central has to Calumet Park Twr? Unless it is an abbreviation for something else. Sweet shot. Haven’t seen too many from this spot. Mike Breski From my understanding the MC used used the IC's charter to access chicago from the state line. At the time IC was in need of rolling sock and i think strapped for cash. Cal Park was a PRR tower other than crossing the IC main I don't know of any other connection. Location is not easily accessible. Dennis DeBruler I agree with Mike Breski about the IC+MC charter connection. LS&MS (NYC tracks by the lake) and MC were the first two railroads from the east because water transport was still dominate when railroads were first being built in the Midwest. The original purpose of these two railroads was to cut off the travel time of taking a boat up Lake Huron and down Lake Michigan. Back then (early 1850s), the laws that allowed railroads to charter a line in multiple states had not yet been written. So MC made a deal with IC to build a branch to its Indiana termination while LS&MS made a deal with the Rock Island to build a branch to its Indiana termination. If you look at the 1916 map in the files section, you can see that the MC joined the IC in the Kensington area. After NYC got control of MC and LS&MS, it connected MC to its LS&MS line in Indiana. It kept the MC Joliet Cutoff, but it abandoned the original route to IC. Bob Poortinga Cal Park Tower also controlled the remote interlocking at Hegewisch Jct. Also, Cal Park, along with Burnham Tower, State Line Tower, and the automatic interlocking at the Calumet River gantlet bridge on the B&OCT created a triangle where if the operators were not careful could create a situation where train movement was deadlocked and nothing could move. Jon Roma Bob Poortinga, don't forget that the Erie bridge between Hammond and State Line; also Hammond (later Hohman Ave.) contributed to the deadlock problem. The proximity of all these interlocking plants required a lot of coordination between the operators – especially as trains lengthened. Eric Berg included this photo in a post [The comments discuss a 60-car siding.] |
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| Mike Breski commented on one of his postings "SC&S "mainline" was known as the Bernice Cutoff because it allowed passenger trains arriving on the Panhandle to take a much more direct route to Union Station using the PFW&C tracks." They connected at Bernice rd. |
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| Jon Roma commented on Mike's posting Here is a plant diagram of Calumet Park from 1950. Bob Lalich Notice the straight through routing of the MC tracks in the diagram. This reflects the fact that the MC was the first RR here some 30 years prior to the SC&S, and B&OCT and IHB predecessors. Over the years, the MC was downgraded west of the crossing and the track configuration changed considerably. Ean Kahn-Treras just curious what relation you think the Illinois Central has to Calumet Park Twr? Unless it is an abbreviation for something else. Mike Breski  From my understanding the MC used used the IC's charter to access chicago from the state line. At the time IC was in need of rolling sock and i think strapped for cash. Cal Park was a PRR tower other than crossing the IC main I don't know of any other connection. Location is not easily accessible. Dennis DeBruler  I agree with Mike Breski about the IC+MC charter connection. LS&MS (NYC tracks by the lake) and MC were the first two railroads from the east because water transport was still dominate when railroads were first being built in the Midwest. The original purpose of these two railroads was to cut off the travel time of taking a boat up Lake Huron and down Lake Michigan. Back then (early 1850s), the laws that allowed railroads to charter a line in multiple states had not yet been written. So MC made a deal with IC to build a branch to its Indiana termination while LS&MS made a deal with the Rock Island to build a branch to its Indiana termination. If you look at the 1916 map in the files section, you can see that the MC joined the IC in the Kensington area. After NYC got control of MC and LS&MS, it connected MC to its LS&MS line in Indiana. It kept the MC Joliet Cutoff, but it abandoned the original route to IC.Ean Kahn-Treras I guess I can reason with this logic. A charter built railroad, yet the same railroad never deemed this to be a route within their own system. Although the Illinois Central went to some far flung places, they did not go anywhere in relation to the Michigan Central - other than Kensington of course. Mike strangely left out the “Illinois Central” detail on the caption information posted on another related group though. I think overall it brings up an interesting debate and makes us all smarter to have these conversations. How deep of a dive in history do we owe each interlocking? I appreciate the education, as always. Bob Lalich Dennis DeBruler - NYC did not abandon the original MC line between the state line and Kensington after gaining control of the LS&MS and MC. The MC line hosted Detroit passenger trains which terminated at Central Station well into the 1950s. In 1957, Detroit passenger trains were rerouted to the LS&MS line at Porter and used LaSalle St. Dennis DeBruler Bob Lalich Once again, thanks for the clarification. 1957 sounds like when passenger and LCL traffic started dying. So LaSalle (station and freight houses) then had enough capacity to handle both LS&MS and MC.Bob Poortinga Cal Park Tower also controlled the remote interlocking at Hegewisch Jct. Also, Cal Park, along with Burnham Tower, State Line Tower, and the automatic interlocking at the Calumet River gantlet bridge on the B&OCT created a triangle where if the operators were not careful could create a situation where train movement was deadlocked and nothing could move. Bob Lalich I have never seen a diagram of Hegewisch Jct prior to remote control from Calumet Park. In addition to the junction of the Calumet River RR and SC&S, the tower controlled the junction of the Hammond/Wolf Lake Branch. I would be very interested to see a diagram if anyone has one. Here is a Barriger photo of Hegewisch Jct showing the tower. https://www.flickr.com/.../in/album-72157640554237773/ Jon Roma Bob Poortinga, don't forget that the Erie bridge between Hammond and State Line; also Hammond (later Hohman Ave.) contributed to the deadlock problem. The proximity of all these interlocking plants required a lot of coordination between the operators – especially as trains lengthened. |
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| Eric Berg commented on his post The earliest photo I have seen is this one looking north on the SC&S in 1935. John W. Barriger III photo. |
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| Dave Arganbright posted Here is the only Conrail photo that I ever took of 1) an actual over-the-road hot metal move, and 2) action on the SC&S Bernice cut off, as seen here at Calumet Park, IL in April, 1979. My photo. Paul Juravic I worked that train many times off the extra board. We would make the run in 4 hours and go home if all went as planned. |
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| Mike Breski posted Calumet Park Tower at Bernice Cutoff before the white clap board siding. Dale Pruim It burned down in the mid 70’s.Been replaced with a silver box ! Mike Breski April 1st 1976 allegedly by a disgruntled operator same day Con Rail took over. Ean Kahn-Treras Dale Pruim replaced and relocated. Tower was in the nw quadrant, new silver box in the sw quadrant. Ean Kahn-Treras I've always found the swap between B&O and IHB trackage right at the diamond interesting. A more complex junction than most folks give credit to. Mike Breski posted Calumet Park Tower, Calumet City/Burnham IL border. Southbound on Bernice Cuttoff at IHB/BOCT main. James Lennon 1955. Jack Daniel Like the shark nose. Are any of the tracks left in that location ? I know there are few towers left. Joel J. Sieracki 4 mainline tracks for CSX (B&OCT) and IHB. No diamonds though. |
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| Mark Hinsdale posted Sunday Night @ the Oldies "U-Boat Rainbow" A westbound Conrail train, led by a mix of GE U25B and U23B locomotives of varying pedigrees, along with an Indiana Harbor Belt switcher in tow, pull a merchandise train under Torrence Avenue in Calumet City IL in May, 1977. GE "Universal" Series locomotives of this generation were nicknamed "U-Boats," mostly by the railfan community. Note the open auto racks on the head end, which often resulted in significant damage to new vehicles from wayside stone throwers, or even amateur "gunslingers" along the route, and in due course, led to the industry's development of enclosed auto carrying equipment. This train is utilizing the Indiana Harbor Belt main line in this view, and the rear half of the train is passing thorough the interlocking at Calumet Park. May, 1977 photo in South Suburban Chicagoland by Mark Hinsdale Mark Hinsdale shared |
Ed Kaplan posted the question:
I have a question for the group. As a transplanted Bostonian, I am not intimately familiar with Chicago’ rail history. In this month’s TRAINS magazine there is a map of the B&O circa 1950. This map shows the B&OCT line from Pine Jct to Barr Yard and then to Lagrange as just single track. Today these lines are double track. When was the 2nd track installed?Bob Lalich From Pine Jct to Calumet Park, one of the tracks was owned by PRR subsidiary State Line & Indiana City. The SLIC and B&OCT were operated as a double track railroad. It was double track from Calumet Park to Barr and beyond. I believe the map is in error.
There is a lot of detail in the comments of this posting that I don't have the time to study.
Scott Griffith posted some documentation. Since it is a closed group, you might have to be a member of Facebook to access the photos.
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