It’s that wonderful time of year, where the Chicago L runs the Holiday Train! I was able to catch it on the Green Line (and apparently the Orange Line). I caught it heading west/south on the Green Line towards Cottage Grove:
Inside, it was decked out for Christmas:
We then headed down to Cottage Grove, where I got some exterior pictures as they turned the train around:
The train then headed back towards downtown, but then at Roosevelt they announced that instead of continuing back towards Harlem/Lake it would turn into an Orange Line train, running around the loop then heading out towards Midway. That was an unexpected twist of events.
At Midway, the train sat on the yard platform for a while, then was moved into the yard to end its run for the day.
It’s always nice to see some Christmas spirit on the CTA. It’s also a nice touch for something so many of us rely on every day. Christmas season has begun.
On October 1, 1947, the Chicago Transit Authority was formed, taking over operations for city buses, streetcars, and rapid transit lines. Today marks the 75th anniversary, and to mark that occasion, they ran several old railcars and buses in the Loop today.
First, I got to Daley Plaza around 8:45am so I could get a ticket on the first train. Not only did I get a ticket, I also scored a 75th anniversary pin and two awesome posters. The main boarding location was Clark/Lake, and the first railcar to arrive was a 4000 series train:
Then came the train I was booked on, a 6000 series:
I then got to take a ride around the Loop in that car:
After that, I was able to ride on a 2400 series train:
I took that train around the Loop as well. The 2400 series felt a lot more familiar, not being all that different (at least from a passenger point of view) from the 2600 and 3200 series we still use today.
After returning to Clark/Lake a second time, I photographed trains from the other platform:
I then finally was able to catch a ride on the 4000 series train:
I then returned to Clark/Lake yet again and photographed the 2400 series train and the 4000 series train together:
Then I headed over to Quincy to photograph the historic trains in the context of the one station that has retained its historic appearance.
Then, I rounded out the day taking an old bus, GMC 301, around downtown from Daley Plaza:
They also had bus 3706 on static display in Daley Plaza:
All in all cool to see. It’s a reminder of everything that it took to get us to where we are now. We are now awaiting the 7000 series L cars which will result in the retirement of the 2600 and 3200 series, and I guess that means the next time they do an event like this those will be part of their heritage fleet. Here’s to another 75 years of the CTA.
I recently had the good fortune of being able to take a vacation to Toronto. The chief reason I took this trip when I did was because Line 3 of the Toronto Subway, also known as the Scarborough RT, is closing soon.
For some context, here is a map of the Toronto Subway as of the time I post this:
Line 3 is that short blue one way off to the east. It serves Scarborough, a suburban part of Toronto, Unlike Lines 1, 2, and 4, which run conventional rapid transit equipment mostly underground, Line 3 runs smaller automated railcars powered by linear induction motors and is fully above-ground. The idea was that since Scarborough was a lower-density area than most of the rest of the Toronto Subway service area, they would use a somewhat “lighter” technology that cost less to operate and maintain.
The route is only six stations over four miles, and is entirely suburban, requiring a connection at Kennedy to reach downtown Toronto. Additionally, the ridership is very low compared to the rest of the system, with only one station besides Kennedy (Scarborough Centre) ranking better than 40th out of 75 among subway stations.
Owing to the fact that the line currently has fairly low ridership, operates different technology than the rest of the subway, and the fixed infrastructure and rolling stock are old enough that they all would need to be majorly overhauled or replaced entirely, the government of Ontario has decided to replace it with an extension of Line 2. The extended Line 2 would cut farther east to a more residential area instead of the current industrial corridor seen between Ellesmere and Kennedy.
I wanted to see what was there before it’s lost to time, so here’s what I found:
The design of the stations definitely looked pretty dated. There hasn’t been much change since they opened in 1985, and you can definitely see that in their design. I also was delayed because of mechanical problems at Kennedy, reflective of the issues the line faces right now.
Scarborough Centre was definitely the most active part of the line. I actually saw a good number of people getting on here. It’s right next to the Scarborough Town Centre shopping mall, and also has a number of connections with TTC and GO buses. This is the only station (other than Kennedy) that will be served in approximately the same location by the Line 2 extension.
Ellesmere is the lowest ridership station in the entire Toronto Subway system, and I could see why. It’s pretty isolated, and it doesn’t even directly connect with Ellesmere Road (which bypasses the station on the overpass). There really isn’t anything around the station.
Lawrence East also felt somewhat isolated, but not as bad as Ellesmere. It helps that it has a bus connection on Lawrence.
I’m surprised McCowan doesn’t have higher ridership numbers, given that it’s located in what looks to be a reasonably high density area with several bus connections. I guess this can be attributed partly to its proximity to Scarborough Centre.
Midland, on the other hand, doesn’t surprise me it has low ridership (second lowest in the entire system after Ellesmere). It only has one bus connection and appears to be in a fairly low density area without any major housing or employment centers or other destinations nearby.
With all this, it makes sense why they’re replacing this with an extension of Line 2 and rerouting it. The current train mainly just serves commuters from the Scarborough Centre area heading to Kennedy, and they have to make a transfer there, while a Line 2 extension would eliminate that transfer. The rerouting will also hopefully attract more passengers by going through a residential area instead of an industrial one. Of course avoiding having one short line that’s incompatible with the rest of the system (increasing maintenance costs and adding operational complexity) will also be a good thing. However, it is a shame that the residents of Scarborough will have to go roughly seven years without rail service between when Line 3 closes and the Line 2 extension opens.
As promised in my earlier photo set on demolition in Miller Beach (Gary), here is a photo set of all the demolition in Michigan City. I originally was planning to do this in March or April after all the snow melts, but the construction schedule forced a change of schedule. It looks like they’re planning on starting new construction on 11th Street right at the beginning of March, and I wanted to photograph everything after demolition was (mostly) completed but no new construction had started. As a result, there were a few buildings left standing that will be demolished in the future and there is a bunch of snow in my pictures.
Unlike Miller where only a few buildings near the station were demolished to make way for station expansion and a new parking lot, the demolition in Michigan City was widespread. They are moving from the current alignment of a single track down the middle of 10th and 11th Streets to a double track alignment adjacent to a one-way street, repurposing the southern (eastbound) lane to take the place of a second track. As part of the process, a number of buildings need to be demolished. Additionally the area north of 11th Street between Franklin and Pine Streets is being demolished to allow building a new parking garage and station building. As a result, there were a large number of houses and other buildings that needed to be demolished.
Additionally, to my knowledge, only commercial properties were demolished in Miller. However most of the buildings demolished in Michigan City were homes.
I did my best to capture as many homes as possible before demolition, but I didn’t really make concrete plans for this project until after some demolition had already begun so in a good number of these I am missing the “before” photo. Due to the large number of buildings, I don’t have much to say for most of these, just pictures.
Without further ado, I present the Requiem for Northwest Indiana, Part 2: Michigan City. This is without a doubt the longest post I have ever made here.
716 E 11th St
523 E 11th St
517 E 11th St
513 E 11th St
509 E 11th St
505 E 11th St
This house is still standing but will be demolished soon.
501 E 11th St
416 E Main St
1102 Cedar St (First Christian Church)
This site used to house the First Christian Church. This is by far the biggest building that was demolished, it was nearly a whole block long by itself. It is also used on Wikipedia (as of the time I write this) as the headline image in the article about the South Shore Line.
For those not aware, the South Shore Line is currently undertaking a major project to double track the line from Gary to Michigan City (currently mostly a single track) and make a number of other improvements to the line, including improving access and parking to stations, making most stations accessible to passengers with disabilities, increasing speeds, and other things. However, as is often the case with major public works projects, there are property impacts. Specifically, buildings near the Miller station (in Miller Beach, Gary), Portage/Ogden Dunes station, and all along 10th and 11th Streets in Michigan City need to be demolished to allow for the construction.
I have been undertaking a major project to catalog the construction, and as part of that I have been photographing as many buildings as I can before and after demolition. New construction hasn’t started yet, but demolition is mostly complete, giving a strange intermediate state with a lot of empty land full of what once was. This is a grim reminder of that progress always comes at a cost.
I thus present the Requiem for Northwest Indiana. This is part 1, specifically focused on the area around the Miller station.
For this photo set, I took the train out to Miller and arrived just before noon. This was my first time traveling out there in the snow (and thanks to the snow last week there was quite a lot). I got off the train at a snowy station:
And now, I present the buildings that were lost.
The largest structure demolished as part of this process was a warehouse. This barn had been seized by eminent domain before I photographed it and judging by the condition was probably already abandoned well before then.
The demolition was still in progress, but most of the walls had been demolished by this point.
There was a barn nearby that also had been slated for demolition. I have no idea what the barn was used for or who owned it. I also imagine this had been abandoned for quite a while before I photographed it.
Roxxy’s was a bar along the Dunes Highway. According to Google Maps it celebrated its 75th birthday relatively recently (the picture was uploaded in April 2019). I actually had to submit an update to Google to explain that the business was now gone (for my “proof” I gave one of the pictures below).
M&M Beauty Supply
Just south of Roxxy’s was the M&M Beauty Supply. According to Google Maps, they have a few other locations in/around Gary. The building itself was demolished, but the sign remained, at least for the time being. As I did with Roxxy’s, I had to submit an update to Google Maps explaining that this location no longer existed.
In this case, I was able to pretty closely mirror the viewpoints of the “before” pictures (I did not have the pictures with me when doing this photo set).
At about 5811 US-12, there was some sort of garage building that also looked like it had been abandoned well before I got there. I do not know what used to be there, unfortunately.
Next to the garage was Porky’s Pit, a barbecue place which also appeared to be abandoned before I started my “before” pictures.
Empty Lots West of Lake Street
Next to Porky’s were two empty lots that were still empty before I started. They were overgrown at the time but it looks like they’ve been cleared.
With all of this, demolition in Miller Beach is mostly complete. New construction will start soon, and it will be interesting to see what develops. However we cannot lost sight of what was lost in the process.
In March or April (once all this snow melts), I’ll continue this project in photographing all the demolished buildings in Michigan City.
At long last, I have photographed all 145 stations on the Chicago L! If you just want to see the pictures and not read the rest of this post, check them out here.
My first published photo was taken on March 9, 2019 at Adams/Wabash:
…and my last published photo to complete the set was taken at Morgan on November 6, 2021:
This was a really fun project, even if exhausting at times, especially near the end where I was trying to finish before it started snowing and we were less likely to get clear skies so I had to take advantage of the chances I got. This involved a lot of days getting up, eating breakfast, loading a day pass onto my Ventra card, and heading out the door to the Red Line then spending most of the day out on the train in parts of the city far from home and ending the day with an hour or two of sorting photos and choosing which ones to upload.
In the course of this project I really came to appreciate the diverse nature of the system. It ranges from utilitarian like Bryn Mawr (for now) to very old-fashioned like Ashland (Green Line) and Quincy to modern like Washington/Wabash and Wilson and everything in between. Meanwhile, the track structures range from elevated to embankment to ground-level to freeway median to open-cut to tunnels. Adding to that, the scenery ranges from industrial to suburban to medium density to ultra-high density as well. Really a big mix of everything.
This project also was a really cool way to experience the city, since I didn’t just go to the stations and take some photos and leave, but instead often walked between adjacent stations and on occasion got lunch on the go (best one was Italian Beef at Nicky’s near 35th/Archer). Walking through the neighborhoods really helped me get a good feel for the area. This also helped me improve my photography skills and figure out more about what conditions are/aren’t good and which techniques work and which ones don’t.
Going forward, I do have a few gaps to fill, between certain parts of stations I couldn’t/forgot to get to for various reasons or stations that received significant changes since I originally photographed them (for example, the three Blue Line stations under Milwaukee Avenue received new flooring). I’ll hit those as I have time, but am not in any hurry. I also of course will continue photographing the ongoing construction in my part of the city. I want to photograph Metra stations (I already have photographed all the stations on the South Shore Line), but am in less of a hurry to do that. After all, Metra doesn’t run anywhere near as frequently as the L does (and some lines don’t run on weekends at all).
Today I took a trip down the Joliet Correctional Center in, you guessed it, Joliet. It was an active maximum security Illinois state prison from 1858 to 2002 and held a number of well-known inmates, including Nathan Leopold and Richard Loeb, Baby Face Nelson, John Wayne Gacy, and most famous of all, Jake Blues. It’s interesting that the most famous inmate is fictional.
To get there, I took the Metra Rock Island District to Joliet, then a Pace bus. Of course I got some pictures of the Metra station on the way:
Then, I went into the prison on a tour. It was definitely very eerie being in there. The building is a little worse for wear (it was closed due in part to being in poor condition and has seen virtually no maintenance in the intervening two decades). You can see all of the photos I deemed worthy of publication in my Flickr album, but keep reading to see a selection of them with more detailed descriptions.
We entered via the eastern gate where Jake Blues famously walked out. According to the tour guide the gate was actually welded shut, they only opened it after the film company bribed the warden to let them use it and have a crew break the welding. Even then, they only got one shot and five minutes.
Along the path from that gate were the industry buildings to the north and a few other buildings like inmate intake processing to the south.
We then headed to the solitary confinement building, which had solitary confinement cells on the first floor and death row cells on the second.
Then we headed into the cafeteria building, which was segregated by race into north and south cafeterias (I don’t know/remember which one was which). The north cafeteria in particular included some interesting Simpsons-based graffiti.
Then we left to head towards the cell house, passing by (but not entering) the gymnasium.
The tour guide then let one of the people on the tour open the door to the east cell house.
Apparently the eastern cell house cells had beds removed post-closing for maintenance reasons. Also a sobering fact that the left portion of the ceiling in the cell block was added to prevent inmates from trying to jump to their deaths, with apparently as many as three suicides per day.
We then left the cell block and walked by the hospital but couldn’t enter it.
We then entered the western cell house, which apparently housed inmates that were disliked even by the other inmates (use your imagination).
Here, note the closed doors instead of bars. Apparently this was to avoid inmates throwing stuff at the guards. The inmates here were so disliked that they even had their own yard to avoid contact with other inmates.
We then passed the school and headed towards the chapel.
It’s hard to see in the photos but the ceiling was in pretty bad shape due to apparently the roof being struck by lightning.
We then walked by a few other buildings to conclude the tour.
We then left via the eastern gate via which we entered.
I don’t really have much to say, I think the pictures speak for themselves. It was a very interesting tour.
I arrived mid morning at Little Italy-University Circle, one of the first stations I photographed during my time at CWRU by virtue of it being right by campus. Most of my photos of that station were from freshman year, when my photography skills were nowhere near what they are now. Here’s an example:
Compare with a photo from this time:
Definitely an improvement: better lighting (I got lucky with the weather admittedly), better angling of the camera, etc.
From there I went to Cedar-University, one stop down the line, and serving the southern portion of the CWRU campus. The story was similar to Little Italy for the most part: my photos from 2016 weren’t the best quality due to my inexperience. However, also important was that Cedar-University had a major bus loop attached which I never photographed.
First, see a typical photo of that station from 2016:
Now compare with a photo taken in 2021:
Much better lighting (once again lucked out with the weather, but also knew to photograph in the middle of the day instead of in the evening as I did with the first photo), better angles, all that.
Then, I photographed the bus loop which I somehow never did in my four years at CWRU:
Having finished there, I started the main focus of my expedition, photographing the stations renovated since I had left Cleveland. First, I went to East 79th. For reference, here’s what the station used to look like:
The station at the time was a pretty simple affair: a staircase (behind where I’m standing with the camera) and a wooden platform with a basic bus-like shelter and a roof. The renovations, on the other hand, significantly improved it:
The new station has a concrete platform, a ramp for ADA accessibility, new signage, a significantly improved roof, and a much better-looking entrance. Overall it is a significantly improved passenger experience from the original. It did add one interesting twist though, a grade crossing. For a while the only grade crossing on the Red Line was at Brookpark, where passengers had to cross a track to reach the platform. Renovations at the station in 2016-2017 removed that grade crossing and replaced it with a tunnel under the track, but later on one was added at East 34th which saw a similar renovation to East 79th, including a set of ramps on the adjacent hillside.
From there I headed to Tower City. When I was a freshman at CWRU in 2016, they replaced the northern track, which resulted in westbound trains going to a temporary station on a normally non-revenue track. They did the same thing again to replace the southern track, and the work was completed prior to my arrival. Here is what the track looked like prior to renovation:
After several years with a new northern track but retaining the old southern and stub tracks, they were all replaced. Here are the new and improved tracks:
Meanwhile, the Blue and Green Lines were not operating due to an eight week construction project shutting down the lines entirely, with them being replaced by shuttle buses in the meantime. However, I did notice that the ceiling had been removed:
I don’t know the reasoning for removing the ceiling, and whether it’s temporary or permanent, but it definitely takes away some of the character of the station. I hope it will be added back. Given that a lot of the mall above was temporarily closed for construction, it wouldn’t be surprising if that were another part of the construction.
From there I took the shuttle bus out to Farnsleigh. Here’s what it looked like prior to renovation:
It’s a pretty basic median station on the Blue Line with two platforms and a shelter. Now see it post-renovation from approximately the same viewpoint:
Heading back to Cleveland was a nice experience, and this photo expedition brought things full circle. I got to see the stations I first photographed when I was still fairly inexperienced and bring to it a new camera and better skills. It really shows how far I’ve come in photography and also brings some closure to my time in Cleveland which was sadly cut short by the pandemic. I’ll definitely be back there another day, and it’ll be nice to see what’s changed and what’s stayed the same then. According to the RTA website, no new station renovations are planned, though they do intend to replace their railcar fleet.
My ongoing project to photograph the Chicago L unofficially started on March 9, 2019, when I took a spring break trip to the city, unaware I’d live there a year and a half later. The first photo taken in Chicago (at least that I deemed worth publishing) is this one, of the entrance to Millennium Station:
The date on Flickr is listed as March 10, but it was actually taken very late on March 9 since my camera was still set on Eastern Time due to coming from Cleveland. Little did I know that this would start my most ambitious photography project so far. I photographed a number of stations in/near downtown as part of that trip, and then returned to Cleveland.
In December 2020 I flew out to Chicago to interview for the company that ended up hiring me, and photographed two stations: O’Hare (where I flew in) and Chicago (Red) (near my hotel).
In March 2020, I had been hired for my current job in Chicago and came back to visit apartments. At that point I knew I would be moving here and had in the back of my mind that I eventually wanted to photograph all the L stations. I stayed in Rogers Park (near Morse) and toured apartments all over the north side. I photographed a number of stations in the process, but knew I would come back.
I’m not sure what will come next – maybe photographing as much of Metra as I can? I’m not sure how realistic photographing every Metra station is given that there are over 200 of them and Metra doesn’t run anywhere near as frequently as the L (I don’t have a car) and some lines don’t run at at all on weekends.