Our Projects
Project Fact Sheets
The CREATE Program will enhance the quality of life of Chicago-area residents by bringing critically needed rail improvements to communities throughout the region. The 70 projects include:
- 25 new roadway overpasses or underpasses at locations where traffic (auto, pedestrian, bicycle, bus) currently crosses railroad tracks at grade level
- 6 new rail overpasses or underpasses to separate passenger and freight train tracks
- 36 freight rail projects including extensive upgrades of tracks, switches and signal systems
- Viaduct improvement projects – improvements to existing viaducts in Chicago
- Grade crossing safety enhancements – improvements to existing railroad grade crossings throughout the region
- Common Operational Picture (COP) – integration of information from dispatch systems of all major railroads in the region into a single display
Most of the CREATE improvements are grouped along or near four rail corridors running through the Chicago region. Each project is named according to the corridor it lies along or its project category (grade separations and towers).
- Western Avenue Corridor – WA projects
- Beltway Corridor – B projects
- East West Corridor – EW projects
- Passenger Corridor – P projects
- Grade Separations – GS projects
- Towers – T projects
Beltway Corridor
Prior to this project’s completion, freight trains had to pass through the Bensenville Yard to access IHB main line track. With this improvement, the 12 daily freight trains are able to bypass the Canadian Pacific Railroad Bensenville Yard on existing Metra tracks. This project reduces the number of freight trains within the yard and reduce delays at nearby at-grade crossings. The potential for delay to Metra trains due to conflict with slow moving freight trains entering the yard is reduced.
This project included the installation of five crossovers and associated signaling on the Metra tracks serving the Metra Milwaukee District West Line and Canadian Pacific. As well as the installation of another crossover between the IHB and CN tracks.
The Union Pacific Third Mainline – Proviso Yard project increased the number of simultaneous train movements and routing options possible for both passenger and freight traffic. Freight trains now have an additional track for mobility during Metra rush hour and cirumventing standing delays of 3 to 4 hours, which were common during the rush hour periods when Metra has priority.
Previously, Metra had access to both main tracks for operation in both directions during peak periods, and freight trains were held stationary while waiting for route availability. Conversely, when freight trains proceeded but were unable to clear the location in the time allowed, Metra trains often experienced delays.
Now, Metra trains can operate unimpeded on two main tracks, while freight trains utilize the third main line, and can operate around slow-moving freight trains entering or leaving Proviso Yard. Additionally, freight trains can traverse the area more freely. The new pedestrian underpasses at the Bellwood and Berkeley Metra stations facilitate safe and efficient movement of commuters from the parking lot to the center platform without crossing the tracks at grade.
Prior to the completion of this project, trains departing Proviso Yard on the original single track would block the Indiana Harbor Belt Railroad (IHB) main lines, preventing other trains from moving through the area at the same time. This project added new track on a new bridge to create a second connection between the IHB and Union Pacific’s Proviso Yard.
The second connection on the new rail bridge allows trains to maintain active operation on the IHB at the same time trains are entering and departing Proviso Yard, which greatly increases capacity.
Prior to completing the La Grange/Broadview Signalization, most trains spent up to 2 hours traversing the limits of this project due to the hand-thrown switches and restricted speeds. These signal improvements and powering of hand thrown switches now allow trains to pass through this segment in as little as 20 minutes. Trains now can operate up to 30 mph, a significant increase from a “restricted speed” (between 1 and 20 mph) prior to the project.
Trains also have greater flexibility for simultaneous and bidirectional train movements with the addition of two control points. At the northern end of the project area trains enter and exit Proviso Yard. The signal improvements have provided more options to move trains in and out of the yard and pass around stationary trains waiting for route availability.
The signal system upgrades provide greater visibility for the train dispatcher, enabling him or her to know the exact locations of trains in the area. This enhances the dispatcher’s ability to route more trains through the territory, expanding overall capacity. Additionally, greater flexibility to keep trains moving reduces conflict with at-grade highway crossings at the south end of the project area in LaGrange and La Grange Park (47th and East/Eberly, Cossitt, Lincoln Ave, Shawmut, Harding Ave., and 31st Ave.)
The McCook Connection constructed a second connecting track between BNSF and Indiana Harbor Belt/CSX and extended the existing connecting track an additional 7,000 feet. This increased maximum speeds to 25 mph from 10 mph and increased capacity of this segment. Improved freight train movement has reduced conflict with passenger trains along the Heritage Corridor. Additional signalization was added to improve visibility, as well.
The Summit Signalization upgraded a 40 year-old signal system along the Indiana Harbor Belt (IHB) Corridor from Bedford Park to Summit, Illinois. This project increased speeds of freight trains through the project area. Prior to the $3.2 million project, passenger trains often experienced delays due to slow moving freight trains that could not clear the intersection of the Heritage Corridor and IHB rail lines, resulting from the antiquated signal system. This project’s upgraded signalization has reduced cross traffic interference with Metra and Amtrak trains on the Heritage Corridor.
The completed Argo Connections constructed a new double-track connection and crossovers between the BRC and IHB/CSX line. This allows for speeds of 25 mph and provides increased flexibility for dispatchers. It upgraded the mainline crossovers to accommodate higher speeds, from 10 mph to 25 mph. Additional crossovers were added to the control point at 71st Street to allow access into and out of a signal-controlled siding track. Importantly, this project connects the CREATE Beltway (Project EW1) and East-West Corridors.Â
The project is located near Ingredion, Inc. (formerly Argo Corn Products), the largest industrial facility in the region, which handles up to 200 cars per day from three carriers (IHB, BRC, and CN). Installation of additional yard tracks in Argo Yard reduces the amount of time switching cars destined for local industry occupy the main tracks. Additional improvements necessary to create yard capacity lost as a result of installing the new main line crossovers were implemented including the realignment of switching lead tracks, installation of three new yard tracks, and creating new industry lead track to avoid switching within the control point.
Increased freight speeds and improved fluidity on the IHB allows for trains to clear Canal Interlocking more quickly, reducing the potential for freight conflict with Amtrak and Metra trains and improving travel time, speed, and reliability.
Prior to completion of this project, freight trains destined to Barr and Blue Island Yards to the east waited at this location for access to the yards, creating congestion on the main line tracks. This project involved construction of a third main line along the Indiana Harbor Belt, upgrading of some existing track at interlockings, a new rail bridge over 127th Street and associated signal work.
The new third main line track now provides additional capacity for trains passing through the area to proceed around trains waiting for yard access.
This completed project has enabled train speeds to increase in the area from 15 mph to 30 mph. Now, trains can pass through this segment in as little as six minutes. Previously trains experienced 15 to 30 minutes of delay for every hand-operated switch navigated as well as delays waiting for other trains to navigate the project limits with manual switches. Most trains used to spend up to one hour to traverse the limits of this project.
A new bi-directional computerized Traffic Control System (TCS) was installed on a three-mile segment of Indiana Harbor Belt (IHB) mainline track along the north side of Blue Island Yard. Two new control points were added, including installation of a series of crossovers at CP School Street and a turnout at CP Ashland. Additional crossovers were added to CP Harvey. The project also included the installation of electric lock switches and the replacement of approximately five hand-thrown switches with power operated switches. Overall, increased freight speeds and improved fluidity on the IHB allow trains to clear Dolton Interlocking more quickly, reducing the potential for freight conflict with Amtrak and improving travel time, speed, and reliability.
The Thornton Junction Connection installed a new interlocked connection between the CN and UP/CSX subdivisions in the southwest quadrant of the crossing. As part of the project, the team installed upgrades between the area near 168th Street and State Street.
Previously the UP and CN tracks crossed each other but did not connect. Due to the lack of a connection, trains could not switch from one line to the other. The new connection allows trains to switch between the lines and provides increased flexibility for dispatchers routing trains throughout the Chicago Terminal District.
East-West Corridor
Project EW1 will increase speed and efficiency of through trains traversing Clearing Yard. The new main track will enable trains to travel on the new route at 25 mph along the south side of the yard. Yard capacity improvements to an interlocking at the east end of Clearing Yard will allow for multiple simultaneous train movements.
The additional capacity of this new corridor will more evenly distribute trains throughout the regional rail network and reduce the burden on the congested existing corridors (Beltway and Western Avenue). In addition, the new corridor provides critical redundancy in the regional rail network by providing a new east-west route through the region. In the event of maintenance work or service disruptions along the existing corridors, this route will allow freight train flows to be maintained.
This project will eliminate the most congested rail chokepoint in the Chicago Terminal, Belt Junction, where 30 Metra and 90 freight trains per day cross each other’s paths. The rail-rail flyover at 75th Street will eliminate conflict between 30 SouthWest Service Metra trains and 35 freight trains operating on the Western Avenue Corridor (CSX). The construction of an additional main line for Metra operation and the rail-rail flyover connection will reduce congestion and freight conflicts and will connect Metra’s SouthWest Service with the existing Rock Island District tracks, increasing capacity and improving reliability.
This project will allow SouthWest Service trains access to LaSalle Street Station instead of Union Station, which increases capacity for the SouthWest Service while also freeing capacity at Union Station for increased Amtrak service and proposed high-speed rail. This project also is expected to improve Amtrak Cardinal service performance by eliminating freight conflicts in the vicinity of 80th Street. The road-rail grade crossing separation at 71st Street will reduce neighborhood traffic delay and improve safety.
Trains traveling east on the Belt Railway of Chicago (BRC) toward the NS Chicago Subdivision often must wait for cross traffic to clear, creating main line congestion. Trains traveling westward off the NS Chicago Subdivision are also delayed due to congestion on the BRC. The additional main line track will provide additional capacity for through movements around the trains waiting to access the NS Chicago Subdivision. Additional track and signal upgrades at Pullman Junction will allow greater flexibility and access to four existing main line tracks west of Pullman Junction.
This completed signalization improvement has allowed train speeds to double, increasing from 10 to 20 miles per hour. The bottleneck at this location is now significantly alleviated as this segment can handle twice the number of trains, an increase from 23 to 46 freight trains per day. Amtrak trains running on the NS Chicago Subdivision are benefited by freight trains leaving the NS Chicago mainline to enter the BRC mainline at higher speeds, reducing the potential for conflict.
The work entailed an upgrade to the Belt Railway Company of Chicago (BRC) and Norfolk Southern (NS) signal systems to power switches and signals and connected the two systems. Performed minor track realignment and grading as well.
Grade Separations
At one of the busiest freight hubs in the City of Chicago, the 65th Street grade crosing separation will eliminate delay to over 1,100 vehicles daily, resulting in alleviation of 644 daily motorist hours of delay. Daily, 9,850 vehicles and 185 CTA and Pace buses (#165, #307 and #386) pass through the 65th Street crossing, which is on a state-designated truck route. An additional 17,500 vehicles pass through the adjacent intersection on Harlem Avenue at 63rd Street. These grade crossings are located in close proximity to Belt Railway of Chicago’s (BRC) Clearing Yard.Â
This project will reduce roadway congestion, eliminate the potential for collisions between vehicles and trains, and improve safety at by eliminating the at-grade crossing of 65th Street and two BRC tracks located approximately 100 feet east of Harlem Avenue, by creating either an overpass or underpass for vehicles using 65th Street at this location.
Additional traffic safety improvements will also be made to the nearby intersection of 63rd Street and Harlem Avenue, where the same railroad tracks cross 63rd Street approximately 300 feet east of the intersection. The crossing at 63rd St. is also designated a “911 Critical Crossing.” This is a critical location for emergency services to access communities that have a high frequency of train movements or delays. The grade separation at 65th Street and additional safety improvements at 63rd St. will improve emergency responder travel times throughout the area.
For more information, read the full study “Illinois 43” here.
Daily, 20,800 vehicles pass through the crossing. Midway Airport borders the southeast corner of 55th Street and Central Avenue.
This project will reduce roadway congestion and improve safety at this location. The grade crosing separation will eliminate delay to over 600 vehicles daily, resulting in alleviation of 6,700 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
This location is designated a “911 Critical Crossing.” This is a critical location for emergency services to access communities that have high frequency of train movements or delays. The grade separation will eliminate this issue.
This project considers a grade separation of Norfolk Southern at Morgan Street in Chicago. Freight rail traffic results in blockages of this crossing, with traffic backed up on Morgan Street and extending onto Pershing Road, a major east west thoroughfare in Chicago. The project will also consider alternative roadway and signalization improvements at the at-grade crossing, providing warnings and signage that will direct motorists to alternate routes when the crossing is blocked.
If a grade crossing is selected, rail and auto conflict will be eliminated. If the alternative of improved roadway design and upgraded signalization is selected, new signage will direct motorists to use alternative routes to bypass a blocked crossing, thereby reducing traffic delays. These improvements will increase the visibility of warning systems to prevent vehicle-rail collisions and improve safety.
Daily, 19,400 vehicles pass through the at-grade crossing of Central Avenue at the two Indiana Harbor Belt tracks. This project will reduce roadway congestion and improve safety at this location by eliminating the at-grade crossing. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
The grade crossing separation will eliminate delay to nearly 2,450 vehicles daily, resulting in alleviation of almost 18,700 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
The Grand Avenue and Indiana Harbor Belt and CN Grade Separation eliminated the at-grade rail-highway crossing by moving Grand Avenue under the Indiana Harbor Belt (IHB) and Canadian National (CN) tracks. This $45 million dollar project has expedited motorist traffic in the Franklin Park area. This eliminated over 5,000 vehicles a day from being delayed at two Grand Avenue crossings.
A completed grade separation of the 25th Avenue and Union Pacific tracks has improved the safety of the crossing by reducing the roadway congestion through the corridor from St. Charles Avenue to Lake Street. This $41 million dollar project has expedited traffic for over 19,00 vehicles daily (3,500 vehicles were delayed at this location previously each day), yielding 28,400 annual motorist hours of delay alleviated by this project.
The project created an overpass for vehicles using 25th Avenue by the Union Pacific Railroad. The Proviso Freight Yard begins 790 feet to the west of the crossing. High train volumes, coupled with yard staging of trains led to long closures of 25th Avenue.
A completed grade separation of the Belmont Road and Metra/BNSF tracks has improved the crossing by reducing the roadway congestion and upgrading the multimodal design of the infrastructure. Belmont Road now consists of two lanes of traffic in either direction, with a tunnel for pedestrians on the west side of Belmont Road.
This project increased safety by eliminating the risk of a collision between trains and motorists, pedestrians or bicyclists. More than 140 trains pass through this location every day, and no longer block traffic on Belmont Road, which handles approximately 18,000 vehicles per day. Because vehicles no longer sit idling and waiting for trains to cross, vehicular emissions are reduced, improving the quality of life for area residents.Â
Daily, 8,600 vehicles and 66 Pace buses (#331) pass through the at-grade crossing of 5th Avenue and two Union Pacific tracks, causing delays, congestion, and safety concerns. This project will reduce roadway congestion and improve safety by creating either an overpass or underpass for vehicles at this location. The grade crossing separation will reduce delay to an estimated 1,200 vehicles daily; resulting in alleviation of over 7,200 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
Daily, 18,600 vehicles and 259 CTA buses (#62) pass through the crossing. This project will improve air quality by reducing vehicle idling, reduce roadway congestion, and improve safety for all road users. The grade crosing separation will eliminate delay to more than 2,700 vehicles daily, resulting in alleviation of nearly 59,600 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
This location is designated a “911 Critical Crossing.” This is a critical location for emergency services to access communities that have a high frequency of train movements or delays. The grade separation will eliminate this issue.
The 47th Street & East Avenue & Indiana Harbor Belt Grade Separation will consider eliminating the at-grade crossings of 47th Street and East Avenue by three tracks of the Indiana Harbor Belt Railroad. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
Daily, a total of 31,000 vehicles pass through the two crossings at 47th Street & East Avenue. This project will reduce roadway congestion and improve safety for roadway users, and at least 75 trains. The grade crossing separation will eliminate delay to over 6,100 vehicles daily, resulting in a reduction of nearly 77,000 annual motorist hours of delay.
It will also eliminate the potential for collisions between vehicles and trains.
The Columbus Avenue & Belt Railway Company Grade Separation will reduce roadway congestion and improve safety at this location. Daily, 11,500 vehicles pass through the crossing. The grade crosing separation will eliminate delay to nearly 1,700 vehicles daily, resulting in alleviation of more than 36,800 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
This location is designated a “911 Critical Crossing,” which means it is a critical location for emergency services to access communities with a high frequency of train movements or delays. The grade separation will eliminate this issue.
Daily, 26,800 vehicles pass through the crossing. This project will reduce roadway congestion and improve safety at this location. The grade crossing separation will eliminate delay to over 3,700 vehicles daily, resulting in alleviation of almost 22,500 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
The project will consider eliminating the at-grade crossing at 1st Avenue by two Union Pacific tracks. This will be accomplished by creating either an overpass or underpass for vehicles.
The 31st Street and Indiana Harbor Belt Grade Separation will consider eliminating the at-grade crossings of 31st Street by three tracks of the Indiana Harbor Belt Railroad. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
Daily, a total of 17,400 vehicles pass through the crossing. This project will reduce roadway congestion and improve safety for roadway users, and at least 75 trains. It will also eliminate the potential for collisions between vehicles and trains.
A completed grade separation of the rail line at 71st Street from four CSX and Indiana Harbor Belt (IHB) rail tracks has reduced roadway congestion and improve safety at a key entertainment location, Toyota Park, a 20,000 seat multi-use stadium. The grade crossing separation now allows continuous access to the stadium and related development, as 71st Street between Roberts Road and Harlem Avenue is designated as one of two primary access routes feeding the stadium.
Daily, 26,800 vehicles pass through the crossing. The project will eliminate delay to over 3,700 vehicles daily, resulting in alleviation of almost 22,500 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
This project eliminated the at-grade crossings of the two Norfolk Southern main tracks with 130th Street and Torrence Ave. This was accomplished by lowering the profile of 130th Street and Torrence Ave. to fit under two new bridges that carry the Norfolk Southern tracks. Brainard Ave. was also lowered and directly connected to 130th Street at Torrence Ave to improve highway traffic flow. An existing bridge carrying two NICTD South Shore Line commuter rail tracks over the NS tracks and Torrence Ave. was re-built on a new alignment immediately south of the old structure. Components of the improvement included: lowering and realigning roadways, building three new railroad bridges (two for NS and one for NICTD); building one new roadway bridge; building two pedestrian bridges; relocating railroad tracks; installing a new drainage system for the road with new pump station; lighting, traffic signals, and a new path along 130th Street for pedestrians and bicyclists.
Daily, 27,400 vehicles pass through the new grade separation. Additionally, Pace route 358 with 37 daily buses crosses the area. Prior to the completion of the grade separation, total daily vehicle delay was estimated at more than 240 hours. The grade separation eliminated delays for vehicles at this crossing as well as the potential of vehicle-train crashes.
This completed grade separation of IL Route 19 (Irving Park Road) at the Canadian Pacific Railroad (CPRR) improves the experience for the 32,600 vehicles and 31 Pace buses that pass through the crossing daily. Separation of the roadway from the rail line reduces roadway congestion and improves safety at this location on Irving Park Road (IL-19) – a primary arterial road. This grade separation is located at the southwestern edge of O’Hare Airport.
This separation also significantly improves railroad operations by enabling the CPRR to run trains unimpeded at all times. Currently the CPRR averages 25 trains per day. During peak weekday Metra commuter service CPRR does not run trains across IL Route 19.
The most significant component of the improvement included lowering Irving Park Road and raising the Canadian Pacific Railroad Bridge to provide an improved vertical clearance. The structure is a 131 foot single span bridge with closed abutments.
This project was completed in 2017. For additional information about the project, see IDOT’s project flyer.Â
The Western Avenue and CSX Grade Separation will consider eliminating the at-grade crossings on Western Avenue and the three CSX railroad tracks. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
Daily, 8,200 vehicles and 100 Pace buses (#349) pass through the crossing. This project will reduce roadway congestion and improve safety at this grade crossing. The grade crossing separation will eliminate delay to over 1,500 vehicles daily, resulting in alleviation of almost 33,700 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and at least 40 trains.
Over 27,000 vehicles and Pace bus lines #302 and #307 pass through the Harlem Avenue and BNSF Grade Separation daily. Harlem Avenue (IL-43) is a primary arterial roadway, and this project will reduce roadway congestion and improve safety at this location. The grade crossing separation would alleviate over 188,000 annual motorist hours of delay and significantly improve travel time reliability Since this is also proximate to a Metra commuter station, it will improve mobility and safety for commuter access to and from the station, both pedestrian and vehicular.
Metra and Amtrak both operate intercity and commuter rail service on these tracks. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
This project will eliminate the most congested rail chokepoint in the Chicago Terminal, Belt Junction, where 30 Metra and 90 freight trains per day cross each other’s paths. The rail-rail flyover at 75th Street will eliminate conflict between 30 SouthWest Service Metra trains and 35 freight trains operating on the Western Avenue Corridor (CSX). The construction of an additional main line for Metra operation and the rail-rail flyover connection will reduce congestion and freight conflicts and will connect Metra’s SouthWest Service with the existing Rock Island District tracks, increasing capacity and improving reliability.
This project will allow SouthWest Service trains access to LaSalle Street Station instead of Union Station, which increases capacity for the SouthWest Service while also freeing capacity at Union Station for increased Amtrak service and proposed high-speed rail. This project also is expected to improve Amtrak Cardinal service performance by eliminating freight conflicts in the vicinity of 80th Street. The road-rail grade crossing separation at 71st Street will reduce neighborhood traffic delay and improve safety.
The 87th Street & CS Grade Separation will consider eliminating the at-grade crossing of 87th Street by two CSX tracks. Daily, 27,200 vehicles and 190 CTA buses (#87) pass through the crossing. This project will reduce roadway congestion and improve safety at this location.
The grade crossing separation will eliminate delay to nearly 5,000 vehicles daily, resulting in alleviation of approx. 41,000 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
The 95th Street & Union Pacific Grade Separation will reduce roadway congestion and improve safety at this location. It will also eliminate the potential for collisions between vehicles and trains. The project will consider eliminating the at-grade crossing of 95th Street by two UP railroad tracks. This will be accomplished by creating either an overpass or underpass for vehicles using 95th Street at this location.
The 115th Street & Indiana Harbor Belt Grade Separation will consider eliminating the at-grade crossing of 115th Street and two Indiana Harbor Belt Railroad (IHB) tracks. Â Daily, nearly 10,000 vehicles pass through the crossing. 115th Street is a primary arterial roadway and this project will reduce roadway congestion and improve safety at this location.
The grade crossing separation will eliminate delay to nearly 1,200 vehicles daily, resulting in alleviation of over 9,600 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains. This will be accomplished by creating either an overpass or underpass for vehicles at this location.
Daily, 5,100 vehicles pass through the at-grade crossing of Cottage Grove and the four Indiana Harbor Belt (IHB) and CSX tracks, causing delays, congestion, and safety concerns. This project will reduce roadway congestion and improve safety at this location by eliminating the crossing by creating either an overpass or underpass for vehicles at this location.
The grade crossing separation will eliminate delay to approximately 1,300 vehicles daily, resulting in alleviation of over 26,000 annual motorist hours of delay. It will also eliminate the potential for collisions between vehicles and trains.
The Maple Avenue & BNSF Grade Separation will consider eliminating the at-grade crossing of Maple Avenue and four BNSF tracks. Daily, 10,100 vehicles and 70 Pace buses (#331) pass through the crossing. This project will create either an overpass or underpass for vehicles at this location, which will reduce roadway congestion and improve safety at this location. Â
Since freight switching moves pass over this crossing, delays can be significant for motorists. The grade crossing separation will eliminate delay to nearly 2,200 vehicles daily, resulting in alleviation of over 16,000 annual motorist hours of delay.  Metra and Amtrak also operate commuter and intercity rail service over these tracks.Â
This completed grade separation of the at-grade crossing of Route 38 (Roosevelt Road) and the Union Pacific Railroad (UPRR) improves vehicle delays and safety at the location where Roosevelt Road, a primary arterial road and state designated truck route, previously crossed the UPRR at a very skewed angle.
Daily, 33,600 vehicles cross the tracks on Roosevelt and approximately 3,800 vehicles were previously delayed at this location daily. This project eliminated 18,490 annual motorist hours of delay and reduced the the potential for crashes due to the long, skewed at-grade crossing.
This project grade involved the realignment of the intersection on a grade separated structure over the UPRR tracks. IL Route 38 was shifted south of the old alignment and now crosses the UPRR tracks on a new overpass structure west of the old grade crossing. Kautz Road was realigned to intersect IL Route 38 at 90-degrees on the new overpass. A bike path along the west side of Kautz Road was also realigned as part of this project. The traffic signal was modernized and the turning movements are improved by the new 90-degree alignment of the intersecting highways. An enclosed storm sewer system is used to convey stormwater runoff.
Passenger Corridor
The Englewood flyover eliminated conflict between 78 Metra Rock Island trains and approximately 60 freight and Amtrak trains that previously crossed at grade through the Englewood interlocking daily. The project relieved a significant source of delay for Amtrak trains from Michigan and points east, as well as for NS freight trains. By eliminating many of these delays, the project reduced locomotive engine idling, resulting in reduced emissions and improved air quality.
This project included the construction of a rail-rail flyover to carry the north – south Metra Rock Island line over the east-west NS/Amtrak line. It constructed bridges to accommodate three tracks to carry Metra operations over the four tracks of NS and a possible future fifth track for a high speed intercity passenger rail connection to points east and/or south.
This project’s completion was needed before two adjacent CREATE projects could add additional trains to the lines at the Englewood Flyover location. The 75th Street Corridor Improvement Project, including CREATE projects EW2, P2, P3 and GS19, will divert Metra SouthWest Service trains to the Rock Island District south of Englewood. The Grand Crossing Project (CREATE Project P4) will divert 6 daily Amtrak trains to the NS Chicago Line east of Englewood. Without the Englewood Flyover in place first, implementation of these other projects would have greatly increased delays at the Englewood interlocking.
This project will eliminate the most congested rail chokepoint in the Chicago Terminal, Belt Junction, where 30 Metra and 90 freight trains per day cross each other’s paths. The rail-rail flyover at 75th Street will eliminate conflict between 30 SouthWest Service Metra trains and 35 freight trains operating on the Western Avenue Corridor (CSX). The construction of an additional main line for Metra operation and the rail-rail flyover connection will reduce congestion and freight conflicts and will connect Metra’s SouthWest Service with the existing Rock Island District tracks, increasing capacity and improving reliability. ffff
This project will allow SouthWest Service trains access to LaSalle Street Station instead of Union Station, which increases capacity for the SouthWest Service while also freeing capacity at Union Station for increased Amtrak service and proposed high-speed rail. This project also is expected to improve Amtrak Cardinal service performance by eliminating freight conflicts in the vicinity of 80th Street. The road-rail grade crossing separation at 71st Street will reduce neighborhood traffic delay and improve safety.
This project will eliminate the most congested rail chokepoint in the Chicago Terminal, Belt Junction, where 30 Metra and 90 freight trains per day cross each other’s paths. The rail-rail flyover at 75th Street will eliminate conflict between 30 SouthWest Service Metra trains and 35 freight trains operating on the Western Avenue Corridor (CSX). The construction of an additional main line for Metra operation and the rail-rail flyover connection will reduce congestion and freight conflicts and will connect Metra’s SouthWest Service with the existing Rock Island District tracks, increasing capacity and improving reliability.
This project will allow SouthWest Service trains access to LaSalle Street Station instead of Union Station, which increases capacity for the SouthWest Service while also freeing capacity at Union Station for increased Amtrak service and proposed high-speed rail. This project also is expected to improve Amtrak Cardinal service performance by eliminating freight conflicts in the vicinity of 80th Street. The road-rail grade crossing separation at 71st Street will reduce neighborhood traffic delay and improve safety.
This project will allow the 6 current Amtrak trains serving Champaign, Carbondale and points south to reroute from the CN Lakefront and St. Charles Airline route to the Norfolk Southern Chicago Line. This routing will eliminate the time-consuming back-up move at 16th Street near Halsted, which the current track configuration requires for these Amtrak trains to access Chicago Union Station. The re-route will reduce travel times by approximatelly 10-15 minutes each way. The project will also increase capacity on a congested section of the Norfolk Southern mainline that currently serves 14 daily Amtrak trains between Chicago and points east. This project will also allow for the space currently occupied by the St. Charles Airline in Chicago and the CN mainline tracks along the Lakefront north of Grand Crossing to be used to serve future public needs.
This project will alleviate delay and conflict between freight, intercity passenger, and commuter rail where these services intersect at the Brighton Park crossing, one of the busiest rail crossings in the U.S. The project will eliminate delays between two CREATE Corridors (the Western Avenue and Passenger Corridors). The project will increase freight train speeds from 30 mph to 45 mph. Metra and Amtrak delay due to freight conflict will be alleviated with the Brighton Park Flyover.
The purpose of the project is to improve safety and reliability, reduce congestion and delays for freight and passenger/commuter service and provide adequate capacity for passenger/commuter and freight rail traffic by minimizing passenger/freight and freight/freight train conflicts at Control Point (CP) Canal.
Currently, all trains traveling through CP Canal in any of the four directions must physically occupy the same space in the crossing. A flyover structure would improve safety and reliability by allowing trains crossing CP Canal to travel over or under another train, which eliminates the need for passenger/commuter and/or freight trains to occupy the same space.
This project will eliminate freight/Metra rail conflicts and delay at the Chicago Ridge Contol Point in Chicago Ridge, IL. The flyover will eliminate delays between the CREATE Beltway Corridor and Passenger Corridors. Commuter train speeds will be able to increase from 50 mph to 79 mph upon completion of the infrastucture improvement. A potential new highway-rail grade separation at Ridgeland Avenue may eliminate traffic delays at this rail crossing. Metra passengers may benefit from an upgraded Chicago Ridge Metra station.
Western Avenue Corridor
These enhancements improve visibility and provide for electronic switch and signal requests that will enable trains to be managed by a single UP dispatcher who would be in charge of all operations within the project limits. The new signalization and alignment of track will improve visibility, eliminate verbal hand-offs of trains between railroads, increase speeds from restricted speed to 25 mph, and allow simultaneous movements between the UP, CSX, and Norfolk Southern main lines. Ultimately, trains that currently take about an hour are expected to pass through this segment in as little as 10 minutes.
New computerized signaling will alleviate a number of issues in the WA2 corridor. The corridor currently has limited operational flexibility due to an inefficient signal and switching system and high volumes of trains making many different types of movements. These conditions result in low operating speeds, limited operational flexibility, congestion, and delay. Currently, most trains spend at least 2 hours to traverse the limits of this project. With the completion of this project trains are expected to pass through this segment in as little as 20 minutes.
The WA2 corridor also is currently controlled by a single-direction Automated Block Signal (ABS) system. ABS is a series of signals that govern blocks of track between the signals, which are automatically activated by the presence of a train. ABS also detects the status of the following signal, so trains must proceed at slower speeds as they approach the signal. Operational speeds and flexibility are limited due to the use of ABS and single-direction travel. The current permitted speed on the main tracks through the area ranges from 10 to 40 miles per hour, but actual speeds are sometimes much lower due to congestion on the tracks. Trains needing access to one of the four yards in the area travel at slower speeds as they approach or leave the yard.
This completed project, Signalization – Ogden Junction to CP 518, increased train speeds and added capacity along the Norfolk Southern (NS) main lines in the project area. Previously, most trains spent up to one hour to traverse the limits of this project given the hand-thrown switches. With the completion of this project, trains pass through this 5.2-mile segment in as little as 10 minutes. Improved signalization relieves chronic congestion of Metra, Amtrak, and freight trains at Control Point 518 south of Union Station.
This project replaced/installed power operated switches and a Traffic Control System (TCS) along the Norfolk Southern main tracks. WA3 signalized and allowed bi-directional movements along the main tracks through Ashland Avenue Yard from 22nd Street to Control Point 518. The project added a passing track alongside the Ashland Avenue Yard.
The project constructed a new track from 31st and California Avenue on the Burlington Northern Santa Fe (BNSF) Chillicothe Subdivision along Western Avenue to 21st Street and California on the BNSF Chicago Subdivision. Prior to this project, a direct connection did not exist between the BNSF Chicago and BNSF Chillicothe Subdivisions. Now, the connection allows for movement between BNSF’s Corwith and Cicero Yards, eliminating the safety and delay issues of long reverse moves that currently take place. This project also built new connections from the CN Freeport Subdivision to the CREATE Western Avenue Corridor.
As well, several bridges over city streets and over the Chicago Sanitary and Ship Canal were rehabilitated. There was installation of crossover switches between the BNSF Chillicothe Subdivision and the CN Freeport Subdivision, and crossovers between the new track and CSX Blue Island Subdivision. Finally, Centralized Traffic Control signalization was implemented over the length of the project.
The completed signal system that replaced Corwith Tower provides significant benefits to trains moving in and out of BNSF’s Corwith Yard. The project included the installation of a new signal system at the west end of BNSF’s Corwith Yard, which supports automation and remote control of Corwith Tower; upgrades to the track and signals; and a reconfiguration of the Corwith Interlocking where the BNSF Chillicothe Subdivision and CN Joliet Subdivision/Metra Heritage Corridor rail lines cross.
The yard is located at the easternmost point for BNSF’s transcontinental route from Los Angeles to Chicago, the busiest intermodal route in the nation. The improved signals, upgraded track, and reconfigured Corwith Interlocking increase fluidity and reliability in and out of the yard. The improvements have improved switch reliability, which was a particular issue during cold weather, and which also improves Amtrak and Metra reliability on the adjacent Heritage Corridor.
This new connection between the CN Joliet Subdivision and the CREATE Western Avenue Corridor will provide a new east-west route allowing greater flexibility for dispatchers to route trains through the Chicago Terminal. Traffic traveling north from locations such as intermodal facilities in Joliet will be able to proceed more directly to intermodal yards in the city, increasing the potential for steel-wheel interchanges of trains and cargo versus transporting containers via truck using local streets and highways.
This completed project installed a series of crossovers between the CSX Blue Island and Elsdon Subdivisions, and new signals at Blue Island Junction to facilitate bi-directional movements. Previously, CSX had double-track main lines running roughly parallel through the Blue Island Junction with no connection between them. The absence of a connection between the two CSX tracks at this location severely limited the possible routes traversing the Blue Island Junction. This junction is a major regional intersection where the Indiana Harbor Belt and CSX corridors connect and the Belt and Western Avenue Corridors cross.
These new crossovers provide direct routes for trains to switch between the tracks in both directions at Blue Island Junction. Previously, to transfer trains from Barr Yard to Clearing Yard, trains had to take a circuitous route. The completed improvements provide CSX a new, more direct route from CSX trackage to the BRC line. With the new connection completed by Project WA 10, two to three hours of transfer time for trains moving between Barr and Clearing Yards has been eliminated for three CSX trains per day. This project also made associated signal improvements including installation of new traffic control signals on both the CSX lines. All of this work was performed within the existing railroad right-of-way.
The project will increase freight train speeds for multiple routes from 15 mph to 30 mph, including routes accessing CSX Barr Yard, UP Yard Center, UP Dolton Intermodal Yard, a CSX mainline route, and all mainline connections between IHB, CSX, and UP. The increased speeds will enable this location to handle increased freight train throughput. Due to increased freight train speeds the potential for delay to Amtrak trains will be reduced.
Tower
The 21st Street Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Blue Island Junction benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Roundout benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
A-5 benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
B-17 benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Calumet Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The 16th Street Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Gresham Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
Blue Island Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Kensington Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Hick Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.
The Deval Tower benefits numerous rail-adjacent communities and rail industries by increasing the reliability of train operations at key crossings throughout the region. Reducing signal systems’ failure rate due to antiquated infrastructure, Amtrak and Metra delays stemming from periodic signal failures will be less. This reduces the need for hand flagging of the interlocking.
The upgrading of signal systems at major at-grade railroad crossings may involve communication upgrades to enable remote operation.