Chicago Junction In English Full Movie
Cinty Bolner
The Chicago Park District acquired this park site in 1973 with assistance from of the U.S. Department of Housing and Urban Development. The park was officially named Junction Grove Park in 1998. Until 1867, Junction Grove was the name used for Englewood, the community in which the park is located. The earliest arrivals to the area settled amidst a grove or forest of what historian A.T. Andreas described as "luxuriant oak trees," which the settlers soon "wantonly cut down." By the early 1850s, the village was the site of a junction between several railroad lines, including the Michigan Southern & Northern Indiana, the Rock Island, the Wabash, and the Fort Wayne.
Introduction: Esophagogastric junction (EGJ) outflow obstruction (EGJOO) per Chicago Classification v4.0 (CCv4.0) represents a high-resolution manometry (HRM) diagnosis with uncertain clinical significance. This study aimed to evaluate functional lumen imaging probe (FLIP) panometry among patients with EGJOO on HRM/CCv4.0 to assess clinical/manometric associations and treatment outcomes.
For decades, the Tower 18 junction at Lake & Wells was billed as the busiest railroad junction in the world. The towerman certainly had a lot on his hands in this photo looking north from the transfer bridge at the adjacent Randolph/Wells station: A 4000-series Baldie turns south (right front) on its way back to Logan Square via the Met main line and a southbound Englewood Express of wooden cars flies through (left), while a crosstown train of South Side cars, one of which is designated as a Smoker (below the American flag on the tower) turns north onto Wells. For a larger view, click here. (Photo from the Chicago Transit Authority Collection)
So, why is Tower 18 called "Tower 18"? For administrative reasonsthat have now become unclear, the 11 stations and and three junctionson the Loop were assigned numbers beginning at the Van Buren &Fifth junction and counting up going counterclockwise around theLoop. The scheme progressed as follows:
No records have survived that indicate what numbers 1-7 were to beused for, although they may have been assigned to the UnionConsolidated line west of Market Street, for which the companyreceived a franchise but had no real intention of constructing.Another theory is that they were for the various stub terminalstations and junctions, and for the Met's Franklin& Van Buren station.1 In any case, these administrativenumbers survive today only in the names of the two remaining originaljunction towers: 12 and 18.
From 1900 to 1913, the track configuration of the junctionremained largely the same. The Loop's left-hand running was veryunusual in America, but was shared by two other "L" routes. TheNorthwestern Elevated was left-handed from its opening in 1900. TheLake Street was initially only left-handed for one block, between theLoop and a crossover at Franklin, at which point it resumed theright-hand running of the rest of the line. This practice remained ineffect until August 7, 1902 when the railroad switched from right- toleft-hand operations between Franklin and Austin to reduce switchingdelays and complicated Loop track assignments in preparation for theinauguration of the line's express service. The Metropolitan andSouth Side elevateds started as and remained right-hand railroads,making the changeover to left-hand operation upon their entrance tothe Loop at Towers 8 and 12,respectively. In the initial configuration of Junction 18, the InnerLoop track, which carried the South Side and Met trains, simplycurved from Lake to Wells with no switches to the other tracks. TheOuter Loop track, however, held a multitude of different routingpossibilities. Northwestern trains entered the Loop, turning leftfrom Fifth onto the Outer Loop over Lake, and left the Loopnorthbound continuing straight ahead on the outer track over Fifth.Lake Street trains followed a similar pattern, entering by continuingstraight east onto the outer track over Lake and returning to theirhome rails by turning west from the Outer Loop over Fifth onto theleft-hand track over Lake Street. There as also an"Outer-Loop-around" track, but this was not used in any regularrevenue operations.
In 1913, the Chicago Elevated Railways instituted crosstown service. With many North-South trains now through-routed, the configuration of Tower 18 would need to be changed. As part of the track realignment, the tower's electro-pneumatic interlocking system was extensively re-rigged. All Lake Street and Metropolitan trains still terminated around the Loop, as well as some night and off-peak Northwestern and South Side trains. Most North-South trains, however, went through and this required an extensive reworking of not only the Tower 18 interlocking but also Loop operating procedures. Just after midnight on November 3, 1913, all trains began operating in a counterclockwise, unidirectional manner, with Northwestern and South Side trains on the outer track and Metropolitan and Oak Park (Lake Street) trains on the inner track. North-South trains operated northbound via Wabash Avenue and Lake Street, while southbound they operated via Fifth Avenue (now Wells Street) and Van Buren Street. At the same time, the Northwestern and Chicago & Oak Park lines changed from left- to right-hand running to reduce switching delays at Tower 18. The track configuration at the junction was now considerably more complicated. Met trains simply followed the inner track curve from Lake to Wells. Lake Street trains entering the Loop followed a new track that led them from the eastbound Lake Street track, across the Outer Loop track, and onto the southbound Inner Loop over Wells; they left the Loop from another new track that led them from the inner track over Lake, across the "Outer-Loop-around" and straight southbound Wells track to the westbound Lake Street track. Northbound North-South trains simply took a curve off the outer track, making a right turn to the northbound Northwestern track over Wells; southbound North-South trains simply continued on a straight course over Wells from the Northwestern onto the Outer Loop. There also remained the "Outer-Loop-around" track as mentioned above, now used for South Side trains that terminated in the Loop during off-peak hours.
By the 1920s, Tower 18 was cited as being the busiest railroad junction in the world. A 1927 map issued by the Chicago Rapid Transit Company, citing its "busiest railroad crossing in the world" credentials, said "in the hour of maximum travel 224 trains of 1,244 cars pass through this corner, or 20 cars every minute. The cars passing this crossing in this hour would make a train 10 miles in length." The CRT continued to promote the junction's "world's busiest" status in 1936, when they claimed a train passed through every 15 seconds during the morning rush hour. Extrapolating the traffic levels into a daily measure, they continued, "in a representative day of 24 hours, normal traffic, a total of 2,098 trains, made up of some 6,400 cars, pass this junction. Coupled together in one continuous string, these cars would make a train 59 miles long."2 Tower 18 would be claimed as the busiest railroad junction in the world for some decades after; it is unclear when it lost this claim, or whether this is still the case.
Up until the 1950s, Wells Street Bridge was controlled from North Water Tower, across the river. North Water Tower was closed on August 10, 1956, with the operating controls for the Wells Street Bridge then transferred to Tower 18. From this point until 1969, there were two interlocking machines and panels in the tower to control the switches at the junction -- both were United Switch & Signal (US&S) Model 14 units -- as well as another panel suspended from the ceiling that controlled the the Wells Street Bridge and Lake Street Bridge.3 One of the two Model 14 EP machines in Tower 18 controlled the junction -- that machine had 11 levers. The other machine had seven levers and controlled two crossovers: one just south of Randolph/Wells, and one just east of the junction on Lake Street at LaSalle. This second machine was used to switch Ravenswood trains to and from the Inner Loop track during off-periods when all trains were routed via the Inner Loop to save the cost of several agents on the Outer Loop. As such, it may have been installed early in the CTA period (this routing was instituted on January 15, 1950).4
In 1969, the old Tower 18 became a casualty of progress. Its location in the middle of the intersection was ideal for watching over the action of the junction. But it also put it in the path of the new eastbound Lake-Dan Ryan track that was necessary for the new through-route. A new tower was needed clear of the right-of-way and so the old two-story frame structure was phased out of service on September 6, 1969 and dismantled soon thereafter. The next day, the new, modern Tower 18 was placed in service. At the same time, the controls for the Washington/Wells crossover two blocks south weremoved from Tower 18 to the temporary Tower 19 (at Washington).
The Changing of the Guard: A two-car Lake "B" train of 2000-series Pullman cars passes the old and new Tower 18 at Lake & Wells in June 1969. The new tower was built to accommodate a reconfiguration of the junction necessitated by the new Dan Ryan Line. By the end of the year, Lake trains would be through-routed to the new Dan Ryan Line. For a larger view, click here. (Photo by Jerry Appleman)
On September 28th, the new Lake-Dan Ryan routing took effect. The Loop's operating plan was significantly altered again. The Loop returned to a bidirectional railroad, but used right-hand operation this time. The track configuration at Tower 18 was again altered for the new routings. Now, the north-south Ravenswood tracks above Wells both continued straight through the junction to become the inner and outer Loop tracks on the Wells leg. Likewise, the east-west Lake Street Line tracks continued straight through the interlocking, becoming the inner and outer Loop tracks over Lake Street; the new Lake-Dan Ryan route used these straight tracks over Lake in both directions. Right-turn curves were provided on all sides, except from SB Wells onto WB Lake, as no trains ran there. (It should be noted, however, that no revenue trains ran from EB Lake to SB Wells, although a curve was provided there. It is only used on rare occasions when Lake trains must be terminated around the Outer Loop.) Additionally, a left-turn curve was provided from SB Wells to EB Lake for Evanston Expresses, which operated clockwise on the Inner Loop. Ravenswood trains were assigned to operate counterclockwise on the Outer Loop; they entered the Loop continuing southbound on the west track from the Ravenswood Line to the outer Loop track over Wells, and left the Loop by turning north from the Outer Loop track over Lake onto the east northbound Ravenswood Line track over Wells. On September 30, a new Loop Shuttle was introduced to help Lake-Dan Ryan passengers access the Wells and Van Buren sides of the Loop. The shuttle operated on a continuous clockwise circuit around the Inner Loop, but was short-lived: the Loop Shuttle service was eliminated in1977.
aa06259810