The Neo-Classical features of the 1900-built brick and terra cotta are juxtaposed with the simple wood-frame, plywood-clad temporary entrance at Diversey station, seen looking northwest on March 30, 2008. For an enlarged view, click here. (Photo by Graham Garfield)
 

Diversey (2800N/1000W)
Diversey Parkway and Sheffield Avenue, Lincoln Park

Service Notes:

Brown Line: Ravenswood

Purple Line: Evanston Express

Quick Facts:

Address: 940-44 W. Diversey Parkway
Established: June 1, 1900
Original Line: Northwestern Elevated Railroad
Previous Names: n/a

Skip-Stop Type:

Station (1949-1983)

Station (1983-1995)
Rebuilt: 2007-08
Status: In Use

History:

The Neo-Classical features of the brick and terra cotta Diversey station are evident in this May 13, 2002 view looking northeast at the historic building. The top arched portion of the front windows were blocked off to make replacement of the window glass easier. For an enlarged view, click here. (Photo by Graham Garfield)
The path of the initial stretch of the Northwestern Elevated Railroad, from Lake and Wells streets downtown to Broadway and Wilson on the what was then the far North Side, was cleared in 1895 and erection of the steel was begun January 23, 1896. Several financial difficulties delayed construction several times, a few times necessitating extensions of the company's franchise. All-night shifts were eventually required to complete the structure on Christmas Day 1899, days before their deadline to begin service. But Diversey and most of the other stations were incomplete December 31 and, after some finagling, another extension was obtained. Diversey was completed in early 1900.

Diversey station opened in June 1900 as part of the original stretch of the Northwestern Elevated. The headhouse was one of several stations built from a design by William Gibb on what is now the Brown Line. Constructed entirely of brick with terra-cotta trim, the Classical Revival design was inspired by the work of the great 16th century Italian Renaissance architect Andrea Palladio1. The bold modeling of the details, especially the columns and segmented arched windows, is characteristic of Italianate work of the late 19th century.

The interior featured plaster walls with extensive wood detailing in the door and window frames, ceiling moldings, and tongue-in groove chair rail paneling. Nearly all of this detail remains, although nearly all of it was painted over by the 1990s. Also still in place at Diversey is the ornate, intricately-detailed ticket agent's booth designed for the station. With its paneled walls, dentils ands moldings around the top, and ornate metal grill over the window formally used by the ticket agent, this is the last original 1900-vintage Northwestern Elevated booth left on the system (the original booth was at Sedgwick until its renovation in 2006; another was at Chicago until 1999).

The customer assistant booth at Diversey, seen here on May 13, 2002, is one of the few original Northwestern Elevated ticket agent booths left. For an enlarged view, click here. (Photo by Graham Garfield)
The dual side platforms at Diversey were covered in the center by two peaked-roof canopies of steel supports with a gently-curved bracket and intricate latticework, covered by a corrugated metal roofing. Originally, these covered about half the platform length, but the platforms were subsequently lengthened multiple times to allow longer trains to berth. Many sections of the original platform area retained their original railing, which consisted of tubular railings and posts with panels of decorative, vaguely diamond shaped metalwork inside, until the station's renovation in 2007-08. The platform extensions had plain wooden railings. The platform at the extreme north end of the outbound platform was noteworthy for its extremely narrow width, such that the overhead lights had to be turned sideways to give clearance for the trains, and the slight curve in the tracks here that make line-of-sight difficult.

Under the initial Northwestern Elevated configuration, Diversey, whose platforms are on the outer tracks, was a local station, inaccessible by the expresses utilizing the inner tracks. After the State Street Subway opened in 1943 and the route configurations were overhauled in 1949, Diversey became a station on the Ravenswood Line and served only "B" trains under the A/B skip-stop express scheme. Beginning in 1983, Diversey began serving all trains on the route.

 

Brown Line Capacity Expansion Project

By 2004, ridership had exploded on the Brown Line -- an 79% increase since 1979 and a 27% increase since 1998 -- such that during peak periods many trains were at crush-loaded, resulting in commuters left standing on platforms unable to board the loaded trains, sometimes waiting as one or two trains passed before they were physically able to board. The problem in large part was that all Brown Line stations could only accommodate six-car trains (with the exception of Merchandise Mart, Chicago, Fullerton and Belmont, which could already hold eight-car trains), which, along with the limitations of the cab signal system, limited the line's capacity.

As a result, the CTA® decided to plan for the Brown Line Capacity Expansion Project, the largest capital improvement project undertaken by the CTA® at the time (surpassing even the Douglas Renovation Project, which was the largest up to that point). The main objectives of the Brown Line Capacity Expansion Project are to expand the line's overall ridership capacity by lengthening station platforms to accommodate eight rather than six-car trains, rehabilitate rail infrastructure and stations, provide for station enhancements to meet the accessibility requirements of the Americans with Disabilities Act (ADA), and upgrade or replace traction power, signal and communication equipment. By far, the largest part of the Brown Line Capacity Expansion Project was the station renovations. Of the Brown Line's 19 stations, only one (Merchandise Mart) was not touched at all due to its modern construction (1988) and ability to berth eight-car trains.

CTA maintenance workers perform some preliminary work at Diversey, including cable relocation and some steel rehabilitation work, in advance of the contractor beginning work in this view looking east on December 20, 2005. For a larger view, click here. (Photo by Graham Garfield)
On April 13, 2004, the CTA® announced that it had officially received a Full Funding Grant Agreement (FFGA) from the Federal Transit Administration (FTA). However, in May 2004, CTA® received construction bids for the project that substantially exceeded the budget. As such, the Chicago Transit Board voted on June 9, 2004 to reorganize the project into several discrete pieces to help attract more competitive construction bids. Station renovation work was modified and grouped into five separate packages according to location to help reduce the overall cost of station construction. Diversey station was grouped with Wellington, Southport and Paulina -- all of which were designed by the same consultant, Teng -- in a bid package. Station designs were also revised to reduce costs. Most changes concentrated on non-customer areas such as reducing the size of janitor closets, employee restrooms, electrical rooms and communication rooms. Other areas that were studied for cost reduction were standardizing common station elements, the use of less expensive materials, canopy designs and coverage, and temporary station closures to provide contractors better access to the sites.

During Autumn 2005, demolition of buildings that will be in the way of the new stations and structures was initiated at Belmont, Diversey and Fullerton. At Diversey in late October 2005, strip mall-type commercial buildings, which abutted the elevated structure on the south side of the street, had roughly 25 feet of buildings nearest the "L" demolished, and new exterior walls built on the newly downsized structures, to allow room for the new station house.

The Paulina/Southport/Wellington/Diversey contract was the fifth and last of the reorganized station packages to be bid out. At the December 12, 2006 board meeting, a $66.9 million contract for the renovation of these stations was awarded to FHP Tectonics Corporation.

 

Station Design

Artist's rendering of the design for the renovated Diversey station. A new masonry station house with glass panels, decorative masonry, and prominent elevator towers will replace the 1900-built entrance, although the historic station house will be retained and restored. Brown Line-standard railings and lights are visible at platform level above. For a larger view, click here. (Image provided courtesy of the Chicago Transit Authority)
The contract includes construction of a new, modern station house on the south side of Diversey Parkway, extension of platforms to accommodate 8-car trains, and installation of elevators for ADA accessibility. The new expanded station facility will feature more turnstiles and farecard vending machines. New, wider stairs and elevators will take customers to the boarding platforms.

The platforms will be renovated with new decking, lighting and signage. The existing original, historic canopies will be retained and refurbished. Platform extensions will feature a new railing type that is standard for the renovated Brown Line stations.

The 1900-built historic station house will be preserved and restored in the new facility. An auxiliary exit will lead to the north side of Diversey Parkway.

Other improvements include new fare equipment, signage, electrical, communications, and HVAC equipment; customer heaters and benches on the platforms; and a state-of-the-art announcement system.

 

Station Renovation Work

Construction at the Diversey and Wellington stations is expected to last approximately 16 months, with the stations subject to temporary closure for 12 months during construction. However, no two adjacent stations will be scheduled to close at the same time on weekdays so customers may go to the next closest station for service. During periods of temporary closure, customers are encouraged to use the most convenient existing CTA® bus and rail service in the area.

During spring 2007, contractor FHP Tectonics and their subcontractors began preparatory work at Diversey. Activities included elevated structure steel and foundation renewal, lead abatement on the existing structure, and utility relocation.

The platform decking and canopies have been stripped, the original platform stringers have been refurbished, and new joists have been installed at Diversey as flagmen protect the contractors from passing trains as they work on November 26, 2007. For a larger view, click here. (Photo by Graham Garfield)
On Monday, June 25, 2007, Diversey station temporarily closed for renovation. Diversey station will be closed for up to 12 months while construction crews rebuild the station and make the station accessible to customers with disabilities. The adjacent stations -- Wellington and Fullerton -- will remain open during the temporary closure of the Diversey station so customers may continue to use them to access Brown Line service. Diversey station is also located in an area where CTA® service is plentiful. In addition to nearby rail stations, there are six existing CTA® bus routes that provide service near Diversey station on weekdays and weekends: the #8 Halsted, #11 Lincoln/Sedgwick, #22 Clark, #36 Broadway, #74 Fullerton and the #76 Diversey.

Shortly after the station closed, work began on dismantling the old station platforms. In July, the roofs were stripped off the canopies and refurbishment began. The canopies were enclosed in wood barriers and canvas enclosures to contain dust and particles as contractors stripped the old paint off and performed lead abatement. The enclosures also allowed the contractors to work without flagmen protection without interfering with passing trains. After the canopies were stripped, the metal structures were primed.

The elevated structure column bent foundation replacement work that began in spring 2007 continued through summer and into autumn.

Following the refurbishment of the original platform stringer steel, new steel joists were installed on the original stringers beginning in September and continuing through autumn. Later in autumn, work began to install the steel stringers and supports for the platform extensions to the south of the original steel. Steel for the platform stringers and joists was completed in January 2008. The steel frames for the elevator towers were installed in December 2007.

Work on the new station house structure began at the end of 2007. The foundation for the new station house on the south side of Diversey Parkway was installed in December 2007 and January 2008. Erection of the steel frame for the station house began in early January and continued through winter. Installation of wood platform decking also began in January.

On March 30, 2008, the CTA® reopened Diversey using a temporary station house. Use of a temporary station at Diversey makes it possible to reopen the station for service nearly three months earlier than originally planned. Work to install elevators and complete the permanent station house at Diversey will continue throughout spring 2008.

The project's Full Funding Grant Agreement with the federal government requires that the CTA® complete the project by the end of 2009.

 

The platforms at Diversey station, seen here looking north on March 30, 2008, are part way through their renovation with some features largely completed, while others are replaced by temporary fixtures. The pair of original peaked-roof canopies have been refurbished, including new roofing and lights. The platform lights and railings are largely temporary. For a larger view, click here. (Photo by Graham Garfield)

 

Old Diversey (1900-2007) | New Diversey (2005-present)

Old Diversey station

diversey02.jpg (179k)
The platforms at Diversey station, seen here looking north on May 13, 2002, had many of their historic elements still in place at that time. These included the pair of peaked-roof canopies, as well as a fair amount of original railing structure. (Photo by Graham Garfield)

diversey03.jpg (155k)
The platform at the extreme north end of the outbound platform, seen here looking south on May 13, 2002, is noteworthy for its narrow width (note that the overhead lights to be turned sideways to give clearance for the trains) and the slight curve in the tracks here that make line-of-sight difficult. (Photo by Graham Garfield)

diversey09.jpg (165k)
The Diversey station platforms are bathed in the orange glow of their sodium vapor lights on their last night of service before being closed for renovation, looking south on the inbound platform on June 24, 2007. The curve in the platform, which represented a problem for one-person train operation, would be eliminated in the new station. (Photo by Graham Garfield)

New Diversey station

diversey05.jpg (199k)
For over 100 years, the land across from the Diversey station house underneath the elevated structure has simply been empty land, seen looking south from the station house doorway in this October 28, 2005 view. Soon after, a new, modern station house would be built there to compliment the original, historic station house. (Photo by Graham Garfield)

diversey06.jpg (170k)
The new Diversey station facility would require more room than was available underneath the elevated structure. However, there were commercial strip mall-type buildings on either side of the tracks. But rather than buy and condemn the entire buildings, the CTA® bought only a portion and only the bays closest to the CTA® right-of-way were moved. In this October 28, 2005 morning view, crews are literally cutting the building in two. By the next day, the section closest to the structure was gone, with a new side wall enclosing the building. The same thing was repeated on the building on the other side of the elevated structure. (Photo by Graham Garfield)

diversey10.jpg (202k)
The Diversey station has been closed just a few hours in this June 25, 2007 view looking east. Signs on the station inform customers of the closure and provide alternate travel information. To provide additional assistance, a Customer Assistant has been assigned to the station for the first few days to provide information and answer questions. The construction fencing prevents entry into the station and protects passersby from the work that would soon begin. (Photo by Graham Garfield)

diversey11.jpg (196k)
The closed Diversey station house peaks out from behind the green canvas-covered construction fencing that barricades the recently closed facility in this June 25, 2007 view looking north. (Photo by Graham Garfield)

diversey12.jpg (196k)
The Diversey station has been closed one day in this view of the platforms looking north on June 26, 2007. Sandwich boards on the platforms remind rail operators: "STATION CLOSED". Soon, the platforms and canopies would be dismantled. (Photo by Graham Garfield)

diversey13.jpg (179k)
Work has begun to dismantle the platforms and canopies in this July 22, 2007 view of Diversey station looking north. The wood and canvas structure around the northbound canopy on the right protects workers performing lead abatement and paint removal work. (Photo by Graham Garfield)

diversey14.jpg (183k)
By the time of this August 12, 2007 view looking north, the platform deck and old wooden joists have been removed and the canopies have been stripped on both platforms at Diversey. Once the platforms are stripped down to their basic steel structure, the old steel stringers are refurbished and new buildout will be installed. (Photo by Graham Garfield)

diversey15.jpg (194k)
Work continues on the north side of Diversey Parkway, the future location of the new station house, in this September 23, 2007 view looking south. Most work centers around utility work, refurbishment of the steel elevated structure, and replacement of column foundations. (Photo by Graham Garfield)

diversey16.jpg (199k)
Work to rehabilitate the steel elevated structure columns and column foundations is evident in this September 23, 2007 view looking southeast. This site is the future location of the new station house and the steelwork must be refurbished in advance of the station house construction because the columns will be within the building once is it erected. (Photo by Graham Garfield)

diversey18.jpg (142k)
The old will soon meet the new in this view of Diversey station under construction looking west on December 23, 2007. The steel frames for the dual elevator towers have been erected and the new steel stringers for the platform extensions are visible on the left. The refurbished steel of the original 1900-built platforms and canopies are visible on the right. (Photo by Graham Garfield)

diversey19.jpg (141k)
The Diversey station is under construction in this December 23, 2007 view looking southwest at the future location of the new station house. The elevator tower structures are in place and the steel for the platforms is in place except for immediately around the elevator towers. This section would soon be filled in, bridging the old platform steel stringers to the new ones. Soon, erection of the steel frame for the new station house would begin. (Photo by Graham Garfield)

 

 

Notes:

1. Bach and Wolfson, A Guide to Chicago's Train Stations, 222.