July 3, 2003
Many of you have already heard, but those that haven’t, there was a huge fire in Riverdale, IL along the Chicago Sub and also along the parallel Metra Electric District University Park Sub. The bridges that span Metra and the CN over CSX Transportation’s B&O Chicago Terminal trackage burned late in the evening of Sunday, 22 June.

As it would happen, I operated the very last train across one of the freight side bridges and Conductor Tom Boggs and I spotted the fire in its early stages when only the Metra bridges were burning. We reported it to both Metra to get all their traffic stopped and to our Dispatcher to make him aware of a potential situation developing and to get the fire department notified. A CSX Trainmaster also observed the fire and was in communication with the Yardmaster at Markham to notify him of the problem as well. Apparently, the fire spread rapidly as the freight side of the bridges were also engulfed in flames in short order after we cleared the structure. Being that we had 179 cars in our train and had to reduce to 25 MPH for Kensington, it is quite possible the bridge may have started to burn while the tail end of our train was still crossing it.

There are separate structures here on the CN and Metra sides, but apparently the fire didn’t seem to care. It managed to jump from one span to the next, and the next.

In any event, when all was said and done, the bridges were totally destroyed and no rail traffic of any type could be operated on any of them. These wooden structures which date back to the 1920’s became a charred mass of sticks with rail dangling above it. In the case of Chicago Sub track one, the structure was completely gone and just the rail was left dangling in mid air. As a result of all this, Metra has had to suspend commuter service on their University Park Sub between Riverdale (which is just south of the bridge) and the southern terminus of the line in University Park. Most of their equipment is trapped south of the bridge and there is no way to move it around the bridge as the only remaining connection to the CN Chicago Sub is at Kensington which, of course, is north of the bridge.

The 1500V DC overhead wire used to power the electric MU Highliner cars was also brought down around the bridge area. So in addition to the bridge being replaced, all of the wire and any catenaries that were damaged will also have to be replaced.

CN is also in a bind as none of their traffic can move north of the bridge as well. At the time of the fire there were several southbound trains in the picture; a 762 coal train at Kensington en route to Michigan, a 394 train coming from the BNSF also en route to Michigan pulling up behind 762, an empty 732 coal train in the yard at Fordham just north of 95th Street about ready to come south and head to Southern Illinois for loading, a 338 train coming by 39th Street heading for Markham and also Norfolk Southern trackage rights train 317 requesting to come onto the Chicago Sub at 95th Street. Under the normal plan 762 and 394 had to wait for us to clear as they were going to cross over from track one to track four at Kensington. 732 would be crossing over from track four to either one or two at Kensington. 338 en route to Markham was just caught up in the parade. 317 would also cross over from four to either one or two at Kensington and head south bypassing Markham and heading to points south. So because of this fire, there was immediately gridlock.

“Damn this traffic jam; hurts my motor to go so slow.”

When derailments, washouts, floods, fires, fires, landslides, wash outs, volcanoes, and the like occur, instead of just letting trains back up and wait until the line involved is reopened, arrangements are normally made with other railroads to detour trains around the problem location. In some cases these detours may route the train miles out of its way, but the detour route makes much better sense than having trains sitting for days or perhaps even weeks.

The American Association of Railroads has set a price on detours. While normal trackage rights charges between railroads are negotiated, detour rates are pre-determined to assure that one railroad doesn’t gouge another under trying times such as these. Gee hard to believe one road would do something like that to another, eh? This special rate excludes the cost of the required pilots. Pilots are also paid for by the detouring railroad covering all costs to get them into position and then back to where they need to tie up. This could include the costs of transportation, hotel and away from home meal expenses if required and any overtime incurred by the pilots as necessary. It may also cover the requirement for any other additional employees as needed to move these train.

Some railroads negotiate detour rates in advance and have them on file just in case something drastic should occur in certain locations like Chicago. The Grand Trunk Western and Indiana Harbor Belt negotiated such an agreement in 1978 to assure a readily available detour route along with rate and cost structure just in case something should occur. This agreement was put to the test after a huge derailment occurred on the Trunk in the Southern Chicago Suburb of Merrinette Park at 119th Street in 1987. This wreck wiped out both mains and had the Trunk detouring virtually all of their trains that operated west of Blue Island on GTW trackage for several days. As it would happen, I have a bunch of photos of that wreck as I went over and took a look at it after I got off work that morning.

Pilots are required whenever the Engineer is not familiar with and/or not qualified on a particular segment of railroad. The qualifications include rules, signals, physical characteristics and the like. Unlike driving along the highway, moving a train across railroad that is not familiar can lead to serious consequences. Not all rules on all railroads are the same; CN US Operating Rules have some differences from say NORAC and the General Code. Also the FRA requires us to have pilots under such circumstances. Even if it is on our home road, if it is a territory we are not familiar with, or that we have not operated over within a year, we must have a pilot. On any segment of track where timetable speed is in excess of 10 MPH, the pilot must also be a Certified Locomotive Engineer.

Now in the case of the detours we will be discussing here, the Indiana Harbor Belt and the Belt Railway of Chicago are the so-called “foreign roads” handling our trains. We are also using part of our own property with the Elsdon Sub of the former Grand Trunk Western. The portion of the Elsdon Sub we are using with my run is between Harvey and Blue Island Tower, about four or so miles of railroad. Now being that I am a former IC Engineer, I normally do not operate over the Elsdon Sub. Once, way back in my days at the IHB, I did operate over the Elsdon Sub between Blue Island Tower and Western Avenue, which is less than one and a half miles. And even then, that was just with the engines and done to run around a train we delivered to the old GTW Blue Island Yard located there.

So being that I really was not qualified and being that the one trip I did have was so many years ago, I needed a pilot on the Elsdon Sub. As it worked out, I had a pilot for two round trips on the Elsdon Sub and by proclamation was deemed qualified to go it alone Saturday the 28th. I was asked first though if I felt comfortable and could do so or needed a pilot for another trip. I believed I was good to go and told them such.

“I hereby proclaim you qualified!”

We are also using the Indiana Harbor Belt between Blue Island Tower and the connection to the Joliet Sub at CP Canal (Argo) about twelve miles. Now I know some of you are already saying “You used to work there, you should know this line. “ Tis true, I did and should. But, there has been a great deal of changes made to this line since I worked here last in 1996. Centralized traffic control was added between CP Francisco and CP Argo, several new control points were added, most of the old signals have been removed as well as a road crossing and a controlled siding was installed. Plus, it had been nearly seven years since I saw most of this railroad from the high iron side.

Bring on the pilots.

So now we will take you on our first detour trip across the IHB. We’ll also discuss aspects of some of the other trips as well because as you all know, nothing ever goes as smoothly as planned. And what goes smoothly seems to do so despite the plans not because of them.

Our first detour trip begins on 23 June. We were on duty at Glenn at 1600 hours and wound up departing there at 1835 hours. Our train today consists of engines GTW 5949 and IC 1021 with 67 loads, 56 empties, 9955 tons and 7392 feet of train. We would be operating out the south end of the yard (often referred to as the west end) and heading timetable direction south (compass west-southwest) towards CP (Control Point) Canal, the crossing and connection between the Joliet Sub and the IHB mains.

We will pull out onto Joliet Sub track two (the south track according to the compass but the east track according to timetable direction) at 47 Crossover and after doubling up and getting the permission to proceed south depart. 47 Crossover is a control point, part of the CTC system installed on the former GM&O last year. It is south of the original hand operated switches and quite the set up now. 40 MPH universal crossovers allow a train to crossover to and from either track in either direction or to enter and exit the south end of Glenn Yard.

There is a passenger station at Summit which is about half a mile south of 47 Crossover. Being there are Metra and Amtrak trains operating on this line, we have to watch the times for trains due to work this station. We must be certain to stay clear of the Summit platform. Both Metra and Amtrak will be using track one for their station work. We have to positively ascertain that all these trains involved have arrived and departed before we foul or block the platform.

I switched to channel 58-58 (160.980) to converse with the IHB West Dispatcher and try to get permission to enter his railroad. He had traffic to run first and could not handle us. Now being that the IHB could not handle us immediately, we stayed north of the Summit platform waiting until after Amtrak 304 (The Ann Rutledge from Kansas City) arrived and departed. He did his work and departed there at 1852. Being this would be the last train of the day required to work Summit, we could and then did pull down to the IHB connection switch just north of CP Canal at milepost 13.

During our wait at Summit, I had pulled out the trusty CORA guide (Chicago Operating Rules Association) book. This is a very handy item that is now required for all crews that operate over foreign lines in the Chicago Terminal. The CORA committee was formed to create a guide for all railroads and their employees to use. The CORA book was born from this work. Now any employee operating in the Chicago Terminal District (the area inside the circumference of the Elgin, Joliet & Eastern Railway) need just to carry the CORA book instead of any and all rulebooks and timetables of any line other than their own they might be required to operate over in their tour of duty.

The CORA book has the rules, special instructions and maps of all the railroads in the Chicago area. There are separate sections for the NORAC and General Code of Operating Rules. The CSX, NS and CN US Operating Rules are located within the sections on their respective railroads. For the most part, just the rules in effect within Chicago Terminal on each respective railroad are included in the rules sections. Each railroad in the Chicago Terminal has its own section. The big drawback to this book is that it weighs a ton.

We pulled into the connection track at CP Canal and waited for permission from the IHB West Dispatcher to open up on their end of the railroad. We watched a westbound with the BNSF 4743 and an eastbound with the IHB 2920 (a former Illinois Central SD20) go before we were finally given permission to open up and enter the IHB number one track and head east at 1950 hours. My instructions were to pull up to CP Argo and the Argo yard office (which was once my headquarters in my Trainmaster days) and pick up the pilot there.

As we enter IHB main track number one, we are also at the very west end of the “old yard” at Argo. This is a three track yard basically used to store cars. The “new yard” is just across from us on the other side of number two main. It has six or seven tracks and is used for industry support. The sprawling Corn Products Corp. (CPC) plant is located just beyond the new yard and clearly visible. The CN, IHB and Belt Railway of Chicago (BRC) all have access to and service Corn Products. The Argo name comes of course, from one of the products produced by CPC, Argo Corn Starch.

I have a slow approach (yellow over red on a dwarf signal) that allows me to proceed through CP Argo and on up to CP 71st Street. The IHB uses the NORAC rule book and NORAC uses speed signals. However, they do have a few modifications to the NORAC version of the signals and these changes are qualified in the IHB Special Instructions. Speed signals tell you exactly how fast (or slow) to proceed based upon the indications displayed by them. From a personal standpoint, I have always preferred the speed signals over the route signals used by the western roads (also referred to as the “General Code” roads), portions of the Norfolk Southern and on the former IC and CCP lines.

CP Argo has universal crossovers to allow crossover movements from either track in either direction, access to the B&O Extension Track, the new yard on the south side of the mains, the old yard on the north side of the mains, the inbound and outbound leads that connect to the old stock yard lead (also known as the Argo Oakley Industrial Track and the west connection to the BRC’s Clearing Yard. This connection is known as the Northwestern Lead.

When the pilots boarded (both an Engineer and Conductor, the crew off IHB belt job BP-12), we headed on east. I was not acquainted with the Engineer as he had only been working there for several months, but I knew the Conductor from my days at the Harbor.

As we roll east, we pass above an industrial line of the BRC that extends from Clearing Yard into Corn Products. I stopped at CP 71st Street to wait as the Conductor was brought up in a cab after lining all the switches back at CP Canal which are equipped with electric locks and are of the hand operated variety. CP 71st Street is the first change that I would encounter.

This entire set up used to be hand operated switches but was upgraded in the latter 90’s to a control point when this portion of the railroad was equipped with Centralized Traffic Control. There are power switches controlling the crossover switches between the mains, to the controlled siding and to the eastern connection to Clearing Yard, known as the Blue Island lead. The new configuration now allows for two trains to be able to crossover and connect between the IHB and BRC simultaneously. Being that CSX Transportation’s Bedford Park Intermodal Facility is located immediately south of the West Receiving Yard at Clearing, this allows for much timelier handling of trains required to use the Blue Island Lead to connect to and from the IHB and Clearing Yard or Bedford Park.

The controlled siding beginning/ending at 71st Street is all new since I left the Harbor. This was also built with the entire line upgrade as well. It extends from 71st Street to CP 87th Street, another new addition. At CP 71st Street we received a slow approach (red over red over flashing yellow) and were lined to proceed into the controlled siding. A westbound train was waiting on track number one while another was heading west on two. Once Tom was on board, we began our journey starting to roll again at 2028.

Being that I had operated this line so often in the past, I chose to run the train rather than have the pilot run it. All I really needed from him was information as to what and where all the new changes were.

So we head into the controlled siding and rolled on down to CP 87th Street. The slow approach signal tells me to proceed at slow speed (Proceed prepared to stop at the next signal. Slow speed, which is a speed not to exceed 15 MPH, is not to be exceeded until the entire train clears interlocking limits or spring switches, the medium speed applies. Medium speed is a speed not exceeding 30 MPH). At 87th we get a medium clear signal (red over green over red) and cross all the way over to track two. The medium clear allows me to proceed at medium speed through the turnouts and then resume normal speed once the train is all straight and clear of the interlocking limits. Normal speed on this portion of the IHB is 40 MPH. The medium clear also tells me that I will have a proceed signal at CP Ridge, the next signal I encounter.

We roll around Cordy Curve at 95th Street, the site of a rear end collision last year between an IHB and CN train, and the signal at “The Ridge” comes into view. It displays a clear indication (green over red over red) so we are good to go to at least CP 123rd Street. While there will be a block signal in between the Ridge and 123rd, the worst aspect it should be displaying would be an approach (yellow over red) telling me to immediately reduce to 30 MPH and be prepared to stop.

CP Ridge is located in Chicago Ridge and is the crossing of and connection to Metra’s Southwest Service line. There is a single set of dual controlled power crossovers between the main tracks here and the connection to Metra in the northwest quadrant. This plant is controlled by the IHB West Dispatcher.

We stay on the clear signals all the way to CP123rd Street where received an approach indication. I will proceed preparing to stop, and as the signal at CP Francisco comes into view I see the three “red eyes” displaying a stop signal. On the way down to that stop signal I contact Blue Island Tower, called Grand Trunk Tower on the IHB. He tells us it will be a few minutes before he can handle us and I roll them to a stop at the home signal at 2103 hours.

While waiting I switch radio channels to IC 1 (72-72) and contact the Markham General Yardmaster to inform him of our presence at CP Francisco and his instructions when the time comes to head his way. He informs us that we will have to wait at Western Avenue on the Elsdon Sub for 343 to come down the hill and get the pilot off that train to guide us to Markham. My IHB pilots were qualified on the Elsdon Sub up to Western Avenue so there was no problem in getting there from here when we received a proceed signal.

Just seven short minutes later, we received a slow approach signal at CP Francisco and headed around the connection track towards the Elsdon Sub. The connection track is called track eight where the IHB ends and the GTW begins. Don’t ask as I have no idea why. I know the connection here along side of eight that goes towards Metra’s Rock Island District is called track nine.

We creep through the connection which is also the end of two tracks that parallel number two main called the long track and the industry track and head onto track eight. We cross the Cal Sag Channel on an iron bridge and encounter an approach signal just south (compass) of Broadway Avenue. The Dispatcher that controls the Elsdon Sub, known as TD-4 in Troy, MI, controls this signal and it can take us into the yard here or onto track one or two of the Elsdon Sub. We are now on former GTW territory.

We are crossed all the way over to track one and pull down to Western Avenue. In doing so we pass along side the former yard located between Broadway and Western Avenues. It is still called Blue Island Yard, but is no longer a going concern. It was closed about 1984 if memory serves correct. At one time business was interchanged to and from the Rock Island (later Iowa Interstate) and the IHB here. There were also several jobs that were assigned here to switch the yard and classify this business for trains that originated here. Way back in 1978 I came over here and applied for a job with the Trunk.

Today there are only four tracks remaining. The other handful of other tracks as well as the locomotive servicing track is long gone today. The yard office that occupied an area south of the overpass at 139th Street is also long removed. I do have a few pix from here in happier days when the yard was still open. Now this yard is used for storing cars and for a delivery that comes from Union Pacific everyday on a yard job that operates via the IHB from UP’s Proviso Yard in Melrose Park.

We roll around the big curve at the east end of the yard and pull up to a stop at Western Avenue at 2125 hours. There are block signals on both tracks here numbered 20.6 on track one and 20.8 on track two. The signal on our track displays an approach slow (yellow over yellow), but we cannot proceed here as there are eight zillion road crossings spaced what seems to be every city block apart, so that means we fit absolutely nowhere with our train east of here. In fact, we don’t fit between Broadway and here either. You can squeeze in about 6200 feet of train in between the signals at Western and Broadway. This means our train is hanging out across the plant at Broadway and the road crossing itself. This is a great way to make friends with our neighbors.

When we meet 343 here, we will swap pilots with the IHB crew getting on 343 and the GTW crew getting on our train. Tonight we learn the 510 Railport job would act as our hosts from here to Harvey. While waiting for them to arrive, Markham General calls and tells us that once we have exchanged pilots we can head towards Harvey.

343 arrives the great pilot transfer is made complete and at 2150 hours we begin to roll again towards Harvey. The General informs us there is a Switchtender on duty at the top of the hill at 157th Street to assist with all the switches. Everything up here is still all hand operated switches. While a project is ongoing to power up this plant and install signals to control it all, it is nowhere near complete and all switches are hand operated and under the jurisdiction of the Markham General Yardmaster.

This evening there is chaos at 157th as there are several trains ready to make moves including Amtrak 392. Switchtender DR (Dan) Johnson is running around like a chicken with his head cut off trying to get switches lined and trains moving. 392 is nothing but in the way right now as they are awaiting the pilots of the soon to be arriving Amtrak 59. They cannot proceed from here until they have their pilots. Dan is backing him out of the way so that we can come out and head on into Markham.

“It’s madness I tell you, madness!”

When all was said and done, we finally get our turn and head on Thoroughfare 4 track to Hazel Crest dropping our pilots as we pass the Gateway office at the north end of Markham Yard.

And that was day one.

The following day coming north we picked up the same gang off the 510 Railport job for pilots at Markham. We had done our work already at Markham and now had some 8000 feet of train. The IHB restricts train length to a maximum of 7800 feet, but CN got them to grant an exemption for tonight’s train. This doesn’t happen very often.

When it was our turn, we worked our way down and around the southwest leg of the wye at 157th Street and back onto the Elsdon Sub. We pass under the Chicago Sub and then through the switch that connects to Elsdon Sub number two track. This plant is equipped with dual controlled power switches and signals controlled by the Dispatcher in Troy, MI known as “TD-4.” The drop on the southwest leg of the wye is a short and steep one.

Our journey takes us through Harvey and a connection to CSX Transportation’s Chicago Heights Sub. Up until just a few years ago this line crossed the Elsdon Sub at Harvey at grade. In fact, there was a tower here into the very early 90’s, although I believe it had been closed for several years before finally being torn down. When the two wyes were built at Harvey in the southeast quadrant , this CSX line was smack dab in the way. In exchange for a bunch of cash and trackage rights on the Elsdon Sub, a portion of this line was removed between Harvey and Dolton to allow for construction of the wyes. This connection has been powered up and protected with signals, all controlled by TD-4.

Another spot of note along the way is the former location of the Wyman-Gordon Company. I recall riding past this plant on the road along side of it many times as a kid. Forgings for various applications, including the space program were produced here. Several friends I’ve had over the years had family members that worked at Wyman-Gordon. Today though, the plant is long gone with virtually none of the old facility remaining. In Dixmoor we pass along side the south side of National Railway Equipment Co. NRE is well known within the industry for the repair and rebuilding of locomotives and also leasing locomotives. This facility is accessed by CSX via their Chicago Heights Sub and has no connection with the Elsdon Sub.

We pass under Interstate 57, cross Western Avenue observing an approach indication on signal 20.7; bring the train to a stop at Western to pick up our IHB pilots. This night the Engineer pilot would be an old workmate, Tom Kolwicz. Ironically, the first trip I ever made on the Harbor was with Tom. We exchanged pleasantries and began heading west again. We rolled around the bend and passed Blue Island Yard. We had a stop signal at Broadway Avenue and contact Blue Island Tower about the prospects of getting onto the IHB.

After a short delay we get the signal from TD-4 to crossover and head to track 8 towards the IHB. A few moments later Blue Island Tower calls to tell us to bring them on around as the Harbor can now handle us. We roll under the overhead for Metra’s Rock Island District, past an old trailer used by IHB and GTW crews in the days when IHB crews handled GTW trains over the Harbor, and begin crossing over between the mains and then onto track 8. We roll past the gate tower at the crossing. There is an employee in here 24/7 that manually operates the gates and flashers at Broadway Avenue.

After crossing Broadway Avenue we roll up the grade and across the Cal-Sag Channel. We drop our 510 Railport pilots off just west of the bridge, observe the slow approach signal on the pot and head on west through several more crossovers and onto the IHB for the trip west.

This trip is rather uneventful as well and we are essentially non-stop all the way to CP Canal, except for the brief stop at the Argo yard office to drop off our IHB pilots and head on down to CP Canal.

An observation about the complex area around Broadway Avenue; there are four railroads here, Metra’s Rock Island District which passes above all the other lines, the CSX Blue Island Sub, the IHB and the Elsdon Sub. There are also connections between the IHB and CSX, the IHB and CN, the IHB and Rock Island District. In addition to the previously mentioned railroads, the Iowa Interstate and Chicago Rail Link also use some of the trackage through here. And of the four railroads here at this important junction, I have operated trains on all of them during the course of my career while working for four different railroads; Wisconsin Central, Metra, IHB and now CN.

Over the course of the next few trips over the IHB and Elsdon Sub, the gloss did wear off rather quickly and delays en route have become common. Early in the morning on Monday the 30th we got hammered big time at Broadway. This was the day it was proclaimed I was again qualified on the IHB and we were going it alone so to speak. After an extended stay the IHB West Dispatcher decided they could not take our train as the sand in our hours of service glass was getting low and they had lots of trains to run. During this extended wait, we had Western Avenue blocked while it was decided whether we would stay or go.

“Should I stay or should I go.”

It was finally decided that we would not be going anywhere. TD-4 instructed us to yard the head end of our train in the old Blue Island Yard and clear up Western Avenue. After waiting for an eastbound 766 coal train to pass, we got the signal to make our move. After several minutes of aggravation with Blue Island Tower, we finally got them to answer and got the signal on number 8 track toward the IHB Industry Track at CP Francisco for head room so we could clear up the signal at Broadway and have TD-4 line us into Blue Island Yard.

When all was said and done, the head thirty-three cars and both of our engines were tied up in track three at the old Blue Island Yard and we finally got a cab and headed home.

I did manage to make two trips across the Harbor alone though. I have learned this evening that they have our route reopened and tomorrow (Thursday) we will be operating over our own line across Chicago. Sure, just when I learned the detour route.

I am going to attempt to send a couple of scans under a separate mailing that show the layout around CP Francisco and Broadway. For those that read this on the Illiana and Diesel Locomotive lists, I will try to place these scans in the files sections for your viewing pleasure.

On a sad note; Arvid Cook, the Engineer that founded and nurtured the Illinois Central Santa Claus train for so many years passed away last Friday. I hope you will all join me in extending sympathies to his family and friends. May he rest in peace.

One final note, for my readers in the United States, a safe and healthy Independence Day to you all. Be sure to display Old Glory as part of your celebration.

And so it goes.

Tuch