4/27/2024 0 Comments Union station dc track mapLeads not labeled on the map that also enter the Amtrak coach yard. The New and Old Leads enter the Amtrak coach yard. the Straight 8, Cranes and North Lead all enter the BN coach Yard. Later in the 80'sĪ BN car washer lead was put in west of track 8.Īt Taylor St. Left at Stop but would be cleared if a train on track 26 was long enough to need the extraĭistance to the post in order to clear the ladder tracks at the south end of the platform. The office was located between tracks 24 and 26, just north of the bumping posts. Toggle switch in the assistant stationmaster's office (the "Glass House"). Position light dwarf signal just south of the crossing. The tractor crossing was "protected" by a The platform between tracks 24 and 26 and crossed over track 26 at the "tractor crossing" aĬouple car lengths south of the bumping post. MB&E for track 28 came out of the basement on Track 28 did not have a baggage platform. Joint 7 was the route used by through freight traffic. Memory isĪ little hazy by I think track 38 was also used for mailing loading via the CUS Through chutes from the post office to the mail terminal platform. Main post office for Chicago was directly above the tracks. Tracks 23, 30, 32, 34, 36, 40 and 42 were part of the "mail terminal". Tracks 2 through 28 were used for passenger loading. West Line parallels the tracks between Noble St. The switches shown in the vicinity of Oakley Blvd. Track 4 to this day is still an industrial lead. During theĮarly 1980's Metra paid to upgrade and CTC track 3. interlocking built and tracks 1 and 2 were reverse signaled. Tracks 1 and 2 were ABS current of traffic. Originally tracks 3 and 4 were non-signaled, restricted The Lake St trainĭirector was the employee in charge. This was originally joint PRR-MILW track but was under CUS operating jusidiction. The bottom drawing is of the 261 (CTC) territory between Canal St. (This platform info is being done from memory because I can't find any documentation at the moment so don't go building your HO MB&E for track 19 came up on the platformīetween 15 and 17 and used a paved crossing over track 17 to get to the track 19 passenger Had no access to a dedicated baggage platform. Passenger platforms were between tracks 1 & 3, 5 & 7, 9 & 11, 13 & 15 and 17 & 19. Had a ramp at the bumping post end that went directly to the CUS basement. Passengers, the other for mail, baggage and express (MB&E). Most of the station tracks had a platform on both sides. Care had to be taken in order to not place a passengerĬar for loading on the track 25 portion due to no platform. A UP "City train" was sometimes placed on tracks 19-25-28ĭue to length of consist. The platform was addedĭuring Amtrak ownership. South side did not have a passenger platform. Tracks carried the through freight traffic.Īt the time of this diagram track 25 connecting the north side with the Neutral 7 and 9 (a portion of which were also called station tracksĢ1 and 23) were not CUS property. Recall by the time of this diagram the switchtender was only on duty The switches between just south of Lake St. interlocking limits extended from Jackson Blvd. Numbers during the first 60 years of CUS existance) (No one in Chicago had problems with understanding the track Once Amtrak had their hooks fully embeded they began to change some track numbers to The maps pretty much reflect the state of CUS at the time of the Amtrak takeover. Last I heardįrom him was about 6 years ago so I don't know his current status. He spent a few years in Chicago then was transferred to Carbondaleĭuring the T&E takeover. The "A.S.W." on the maps are the initials of Al Walton. It took me a few days to dig them out of the files but here are some mapsįrom the 1980's. A few days ago there was a post on the Passenger Board concerning the run-through tracks at CUS.
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