Photography – Jacob Goldberg

March 17, 2023March 17, 2023

A trip to San Francisco, the Central Subway, and some other random photos

I traveled to San Francisco last week to meet up with some friends, and of course in the process took some photos of the new Muni Central Subway.

Formerly the T Third Street line after passing 4th and King continued along the Embarcadero and descended into a portal near Howard Street, continuing along the Market Street Subway and switching over to the K Ingleside. After the opening of the Central Subway, it now instead continues along 4th Street and descends into a tunnel at Bryant Street, continuing under 4th Street until crossing Market Street, then bends slightly north and continues under Stockton Street until reaching Washington Street and terminating there. Four new stations were built, one above-ground and three underground, with one station being a transfer to the Market Street Subway (both the other Muni Metro lines and BART) at Powell Street.

Actually getting these photos was an adventure since it was raining on and off the whole time, but I was able to get enough gaps in the rain at times I was able to get out with my camera to get the pictures I wanted. It also helped that a lot of the platforms were underground.

4th/Brannan looked pretty similar to the other above-ground stations on the T Third line with a high-level island platform in the street median with a ramp up at one end.

4th and Brannan from the west — Platform at 4th/Brannan

The underground stations were all very deep, starting with Yerba Buena/Moscone.

Southbound track at Yerba Buena/Moscone — Platform at Yerba Buena/Moscone

The line then interchanged with the Market Street Subway (including the other Muni Metro lines and BART) at Union Square (known as Powell on the other lines). They added some new entrances since this added a new (roughly) north-south platform in addition to the northeast-southwest one already there. The photo of the entrance was one of the only moments of sunlight I got on this trip.

Central Subway entrance at Union Square — New entrance in Union Square

Central Subway mezzanine at Union Square — Mezzanine above the Central Subway platform at Union Square (the Market Street Subway is at the end behind where I’m standing)

Northbound Central Subway platform at Union Square — Central Subway platform at Union Square

It’s also worth noting how long the escalator ride down is, since it has to tunnel under both the Muni Metro and BART tracks:

Central Subway escalator at Union Square — Escalator down to the platform at Union Square

Finally the line continued a few more blocks under Stockton Street, ending at Chinatown – Rose Pak.

Entrance at Chinatown - Rose Pak — Entrance at Chinatown – Rose Pak

Platform at Chinatown - Rose Pak — Platform at Chinatown – Rose Pak

Ridership on the new extension has apparently not been great, largely due to the fact that it isn’t that well connected with other bus and rail lines and it doesn’t actually go all that far. However, there are a number of proposals to extend the line further into the northwest part of San Francisco which currently doesn’t have any rail service. There were once proposals to run BART along Geary, but unfortunately none of those came to fruition. This subway could be the first step towards filling that gap and bringing rail to northeast San Francisco.

The architecture of the underground stations is pretty nice in my opinion. It’s definitely a lot more modern and impressive than a lot of the older systems, like what we have back in Chicago. I like that the stations are more open and pretty brightly lit, and the platforms are shiny compared to the dull concrete we have in Chicago. I hope that in the years to come they are well maintained and keep this appearance. Some of the older BART stations, like Embarcadero shown below, still maintain the bright and shiny appearance, so I have hope.

BART platform at Embarcadero — Platform at Embarcadero (taken in 2018)

In addition to the Central Subway project, the other big rail project in San Francisco right now is the electrification of Caltrain, the peninsula commuter rail line. I was able to take some photos of the new catenary system at San Bruno:

Platform at San Bruno Caltrain — New overhead catenary at San Bruno

From their website, it looks like they hope to have electrification complete by the second half of this year, and electric passenger service starting second half of next year. This is exciting, and I hope that other commuter rail systems in the US consider electrifying as well.

I also got a bunch of other photos, but want to focus on one other. In 2017/2018 (the week around New Years), I was on the J Church and passed Mission Dolores Park. I noticed that there was a really good view of the skyline from that station, so I hopped off and got a picture:

San Franciso skyline from Mission Dolores Park — San Francisco skyline from Mission Dolores Park in 2018

I liked how that picture came out, so I returned that evening for a nighttime picture:

San Francisco nighttime skyline from Mission Dolores Park in 2018

I was a little less satisfied with that picture. Due to a combination of a camera that wasn’t great for long distance night shots and my lack of skill with it, it didn’t come out as well as I wanted it to. When we decided we were going to San Francisco, I made plans to get a redo of that shot, and as luck would have it the first night we had enough of a break in the rain to make it happen:

All things considered, I’m pretty satisfied with how that one turned out. It only took five years to get a chance to redo that shot, but I came back better than ever with a better camera and more knowledge on how to use it properly.

Another less dramatic change was the introduction of the new BART fleet. While the old trains are pretty worn out after their decades of service, the new ones are super sleek.

Two trains at SFO Airport — Old train on the left with a new train on the right

Northbound train at San Leandro — New train

BART D Car interior — New train interior

The new trains have a much more modern look to them, and they were quieter than the old ones too as an added bonus.

It was of course great reconnecting with friends, and it was great to see San Francisco again. I’m sure I’ll find myself there again someday.

November 28, 2022

CTA Holiday Train 2022

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:

CTA 2022 Holiday Train at Kedzie (Green) — At Kedzie

Inside, it was decked out for Christmas:

CTA 2022 Holiday Train interior — Inside the Holiday Train

We then headed down to Cottage Grove, where I got some exterior pictures as they turned the train around:

CTA 2022 Holiday Train at Cottage Grove — Back of the Holiday Train at Cottage Grove

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.

CTA 2022 Holiday Train at Midway — At Midway

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.

October 1, 2022

CTA 75th Anniversary

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:

CTA 6711 approaching Clark/Lake — CTA 6712, approaching Clark/Lake

I then got to take a ride around the Loop in that car:

CTA 6712 interior — Interior of CTA 6712

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:

CTA 4271 and 2490 at Clark/Lake — 2400 series and 4000 series trains together at Clark/Lake

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:

CTA bus 301 at Washington/Clark — CTA 301 at Daley Plaza

They also had bus 3706 on static display in Daley Plaza:

CTA bus 3706 at Daley Plaza — CTA 3706 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.

September 16, 2022September 16, 2022

The end of the Scarborough RT

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:

Line 3 Scarborough train interior — Interior of a train

Line 3 train departing Kennedy — Train departing Kennedy

Line 3 train at Kennedy — Train at Kennedy

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.

Outbound platform at Scarborough Centre — Scarborough Centre

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 external view — Other entrance at Ellesmere

Outbound platform at Ellesmere — Platform at Ellesmere

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.

Inbound platform at Lawrence East — Platform at Lawrence East

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 station structure from ground level — Entrance at Midland

Inbound platform at Midland — Platform at Midland

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.

February 23, 2022February 23, 2022

Requiem for Northwest Indiana, Part 2 (Michigan City)

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

Demolished empty lot at 513 E 11th Street in February 2022 — After demolition

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.

Front of the First Christian Church, slated for demolition

First Christian Church, slated for demolition

Demolished empty lot at 1102 Cedar Street (First Christian Church) from the west in February 2022

Demolished empty lot at 1102 Cedar Street (First Christian Church) from the east in February 2022

Demolished empty lot at 1102 Cedar Street (First Christian Church) from the south in February 2022

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February 7, 2022

Requiem for Northwest Indiana, Part 1 (Gary–Miller)

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:

Miller headhouse and platform on a snowy day — Miller station in the snow

And now, I present the buildings that were lost.

Warehouse

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.

Partially demolished warehouse at 5701 US-12 on February 6, 2022 — Warehouse during demolition from the north

Barn

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.

Demolished empty lot at 5501 US-12 on February 6, 2022 — Empty lot after demolition from the north (the fence is no longer there either)

Roxxy’s

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).

Demolished empty lot at 5705 US-12 (formerly Roxxy's) on February 6, 2022 — Same view of Roxxy’s after demolition

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).

Demolished empty lot at 5704 US-20 (formerly M&M Beauty Supply) on February 6, 2022 — M&M Beauty Supply lot after demolition

Demolished empty lot at 5702 US-20 (formerly M&M Beauty Supply) on February 6, 2022 — M&M Beauty Supply lot after demolition

Garage

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.

Condemned building at 5811 US-12 on September 11, 2021 — Garage at 5811 US-12 from the north before demolition

Demolished empty lot at 5811 US-12 — Empty lot where the garage used to stand from the north

Porky’s Pit

Next to the garage was Porky’s Pit, a barbecue place which also appeared to be abandoned before I started my “before” pictures.

Demolished empty lot at 5813 US-12 (formerly Porky's Pit) on February 6, 2022 — Empty lot where Porky’s Pit used to stand after demolition from the north

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.

Demolished empty lots at 5825-27 US-12 on September 11, 2021 — Empty lots west of Lake Street from the north before land clearing

Demolished empty lot at 5825 US-12 on February 6, 2022 — Empty lots west of Lake Street from the north after land clearing

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.

November 22, 2021

I have photographed the entire Chicago L!

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:

Adams/Wabash station after some rain — Photo at Adams/Wabash

…and my last published photo to complete the set was taken at Morgan on November 6, 2021:

Outbound platform at Morgan, looking west — Photo at Morgan

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).

November 13, 2021November 22, 2021

Touring an abandoned prison

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:

Front of a waiting Rock Island District train at Joliet — The train that took me to Joliet

Rock Island District waiting room at Joliet — Waiting area

Rock Island District train at Joliet from the Amtrak/Heritage Corridor platform — Amtrak/Heritage Corridor platform

Joliet station building from across the street — Station building

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.

Industry buildings at the Joliet Prison — Industry buildings (or what’s left of them after severe fire damage)

Industries building at the Joliet Prison — Another burned out industry building

Auto shop building at the Joliet Prison — Burned out auto shop building

Joliet Prison inmate processing building — Inmate intake processing building (also burned out)

Joliet Prison water cistern — Water cistern

We then headed to the solitary confinement building, which had solitary confinement cells on the first floor and death row cells on the second.

Joliet Prison solitary confinement building — Solitary confinement building

Joliet Prison solitary confinement building side view — Solitary confinement building – the windows here were the cell windows at the top of the cells

Joliet Prison original cell interior — Original cell (preserved), apparently three people were held at a time in these cells

"It's never too late to mend" at the Joliet Prison in the solitary confinement building — “It’s never too late! To mend.” (I wonder if that was always there or added because of the Blues Brothers)

Joliet Prison solitary confinement building lower level — Solitary confinement cellblock

Solitary confinement cell at the Joliet Prison — Solitary confinement cell (there was also a toilet-sink unit to the right)

Death row cells at the Joliet Prison — Death row cellblock

Death row cell at the Joliet Prison — Death row cell

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.

Joliet Prison north cafeteria — North cafeteria

Chief Wiggum graffiti at the north cafeteria at the Joliet Prison — Chief Wiggum graffiti in the north cafeteria

Joliet Prison south cafeteria — South cafeteria

Kitchen at the Joliet Prison cafeteria — Kitchen

Then we left to head towards the cell house, passing by (but not entering) the gymnasium.

Joliet Prison gymnasium entrance — Gymnasium entrance

The tour guide then let one of the people on the tour open the door to the east cell house.

Man opening the east cell house door at the Joliet Prison — Man opening the cell house door

Cell block at the Joliet Prison east cell house — Eastern cell house cell block

Cell in the west cell house at the Joliet Prison — Eastern cell house cell

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.

Front of the hospital at the Joliet Prison — Hospital

Front hallway of the Joliet Prison hospital — Entrance to the hospital

We then entered the western cell house, which apparently housed inmates that were disliked even by the other inmates (use your imagination).

Cell block in the west cell house of the Joliet Prison — Cell block in the western cell house

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.

West cell house yard at the Joliet Prison — Western cell block yard

We then passed the school and headed towards the chapel.

School building entrance at the Joliet Prison — Entrance to the school building

Chapel stage at the Joliet Prison — Chapel stage (it’s hard to see in this photo but many of the glass panes were missing)

Confession booths at the Joliet Prison chapel — Confession booths

Joliet Prison chapel seating area — Seating area

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.

Joliet Prison library building — Library building

Joliet Prison laundry facility — Laundry machines

We then left via the eastern gate via which we entered.

Joliet Prison eastern gate — Eastern gate

I don’t really have much to say, I think the pictures speak for themselves. It was a very interesting tour.

October 27, 2021November 22, 2021

Five lines done!

I have now photographed every station on five of the eight lines of the L: Blue, Brown, Orange, Purple, and Yellow! Of the three remaining lines I have eleven stations left if I’m counting correctly.

My most recent expedition was to photograph the rest of the Blue Line, and in keeping with the blue theme the sky also was a very deep blue. I photographed the rest of the Congress Branch:

Inbound track at Pulaski (Blue), looking east — Pulaski

Inbound track at Kedzie-Homan, looking west — Kedzie-Homan

Platform at Western (Blue - Forest Park), looking west — Western (Congress Branch)

Inbound platform at Illinois Medical District, looking west — Illinois Medical District

Platform at Racine, looking outbound — Racine

Inbound platform at UIC-Halsted, looking east — UIC-Halsted

In particular I got one very nice photo at UIC-Halsted, juxtaposing the station with the downtown skyline:

I also photographed Washington, which somehow I had never photographed all this time despite its central location:

Platform at Washington, looking north — Washington

I also photographed two abandoned stations along the Congress Branch in the process:

California (Blue) from California Avenue — California

Kostner (Blue), looking west from pedestrian bridge — Kostner

Then I headed up to Logan Square to get lunch, and on the way home photographed the new flooring at Chicago:

Platform at Chicago (Blue), looking northwest — New flooring at Chicago

Compare this to the flooring in 2019:

Blue Line platform at Chicago — Flooring at Chicago in 2019

Definitely an improvement, looked like they were doing the same thing at Grand and Division too.

Honestly not much more to say, this was just a status update and some more pictures. Eleven stations to go if I’m counting correct, and I’ll hopefully get them done in short order.

October 10, 2021November 22, 2021

Bringing it full circle

Two weeks ago, I returned to Cleveland for the first time since being kicked off campus in March 2020. As part of this trip, I did a bit more photography on the RTA. My main focus was on things that had been renovated since I had left (specifically East 79th on the Red Line, the improved tracks at Tower City, and Farnsleigh). However, I also got new and improved photographs of Cedar-University and Little Italy-University Circle as part of the adventure.

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:

Little Italy-University Circle Platform looking Outbound — Photo of the Little Italy-University Circle station I took in 2016

Compare with a photo from this time:

Outbound track at Little Italy-University Circle, looking north — Photo of Little Italy-University Circle from 2021

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:

Cedar-University platform looking outbound 4 — Photo of the Cedar-University station from 2016

Now compare with a photo taken in 2021:

Outbound track at Cedar-University — Photo of the platform at Cedar-University 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:

Northern bus loop platform at Cedar-University — Bus loop at Cedar-University

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:

Looking westbound from East 79th — Platform at East 79th in 2016

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:

Outbound track at East 79th (Red), looking east — Renovated East 79th station platform in 2021

Platform at East 79th (Red) from the entrance ramp — Renovated East 79th platform in 2021 from across the track

Street entrance to East 79th (Red) from the north — New entrance to East 79th in 2021

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.

Grade crossing at East 79th (Red) from the entrance — Grade crossing to access the platform at East 79th

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:

Eastbound platform at Tower City looking west 1 — Old eastbound track at Tower City in 2016

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:

New westbound Red Line track at Tower City in 2021 — New eastbound track at Tower City in 2021

New stub Red Line track at Tower City in 2021 — Red Line stub track at Tower City in 2021

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:

Waterfront Line platform at Tower City — Old platform ceiling at Tower City in 2018

Westbound Red Line platform at Tower City in 2021 — Platform with ceiling removed at Tower City in 2021

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:

Both platforms at Farnsleigh — Farnsleigh station in 2016

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:

Tracks at Farnsleigh, looking west — Farnsleigh station in 2021

Notice the mini-high platforms for wheelchair accessibility and the new shelters. Definitely an improvement, and a big win for the ADA. I wonder if the manufacturer of those shelters will steal my photos again…

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.