Garfield (5500S/200W)
Garfield Boulevard and the Dan Ryan Expressway, Fuller Park

Service Notes:

	Red Line: Dan Ryan
	Accessible Station
	Owl Service

Quick Facts:

Address: 220 W. Garfield Boulevard
Established: September 28, 1969
Original Line: West-South Route, Dan Ryan branch
Previous Names: none

Skip-Stop Type:

Station

Rebuilt: 2005-06 (renovation), 2013 (refurbished, elevator added)
Status: In Use

History:

The design of Garfield and the other eight stations of the Dan Ryan line were carried out by Skidmore, Owings & Merrill under the direction of Myron Goldsmith, who developed a modern, functional form in the late International style popular at the time. Improved visibility and security, ease of cleaning and more comfortable working conditions for CTA employee were design goals. Skidmore took the Kennedy-Dan Ryan ("KDR") project in a unique direction, designing all aspects of the new lines to harmonize in both shapes and materials. All windbreaks, dividers, and ticket booths were stainless steel. The supports of the transparent platform canopies and the structures of the station enclosures are white-painted steel frames, and the enclosures themselves are glass. The formal and functional criteria were expressed in several ways: open, uncluttered, brightly lit interior spaces; durability, safety, maximum efficiency of movement; lightness and purity of structure. The shape of everything, from the buildings to the agents' booths, to the trashcans, followed together into a seamless design philosophy, which perfectly captured the boxy, purely functional International Modern style for which Skidmore is so well known.

The commemorative brochure published for the event describes the stations this way:

"Nine stations serve the Dan Ryan Line... Wide visibility and a high level of illumination are characteristic features in all areas. Fare collection equipment and turnstiles are stainless steel and... escalators supplement stairs for movement between station levels. Stations in the expressway medians are constructed of steel and glass providing maximum visibility from adjacent streets and highways. The boarding platforms are long enough to accommodate 8-car trains... Steel framed canopies of translucent plastic [extend] beyond the center line of the tracks. Self-service infrared radiant heaters are located at windbreaks on the platforms."

In terms of interior arrangement and design for the passenger, Skidmore generally followed the edict of modernist pioneer Mies van der Rohe that ‚ "less is more." Except for at a few locations (most notably 95th Street terminal), there were no concessions provided for passengers. Air conditioning and a compact washroom with a toilet were provided in the agents' booths. Restrooms were for employees only, though payphones were provided. Stainless steel turnstiles, now an industry standard, were first used here. The amenities and traffic circulation fit with the architectural design of the station: efficient but purely functional. Stations were designed with wide walkways and no blind corners, with turnstiles and agents booths arranged for maximum queuing and circulation effectiveness.

The stations' design even formed a harmony with the 150 rapid transit cars that were ordered to serve the new Kennedy and Dan Ryan lines, which used the same design philosophies and basic shapes, and an entirely new system of signage with a redesigned typeface and clean graphic style (still used by CTA today, in a modified form), making a fully integrated design throughout the entire project.

Stations were spaced at between half-mile and one-mile intervals, reflecting an increasing spacing of stations prominent in the postwar period, with bus lines acting as feeders to the rapid transit line. The Dan Ryan and Kennedy stations were also set up to allow Pay On Train operation, though without all of the complicated gates and rearrangement built into the Congress stations. The translucent skin of the headhouse exteriors made this type of operation more safe than before, though not necessarily making it more aesthetically desirable for the customer. The result was a utilitarian white steel and glass station that is functional but not particularly ornate.

Dan Ryan Red Line Rehabilitation Project

With few major improvements (though with a lot of patching) over its thirty year life, by the early 21st century the Dan Ryan Line was in need of a major overhaul. On April 3, 2003, the Chicago Transit Board approved a $4.5 million contract to renovate the 69th and 95/Dan Ryan bus bridges as well as the bus turnaround at 95th Street, signaling the beginning of the rehabilitation of the Dan Ryan branch of the Red Line. The Dan Ryan renovation project entailed upgrading the infrastructure of the line, including improving power reliability and delivery of that power, and providing station improvements to the seven stations on the branch north of the terminal.

On October 7, 2003, the Chicago Transit Board approved a $192.5 million contract to rehabilitate the Dan Ryan branch, with Kiewit/Reyes, AJV (A Joint Venture) awarded the construction contract as part of a competitive bid process. The total cost of the Dan Ryan rehabilitation program was to be $282.6 million.

The project was executed in three phases. During the first phase of the project, which extended from March 2004 to May 2005, CTA replaced crossover track, installed a temporary signal system to support the track work and began third rail replacement from Cermak-Chinatown to 95th. As part of Phase II, which ran through early 2006, the CTA constructed two new substations and upgraded two existing substations, installed a permanent signal system and replaced third rail.

Phase III improvements, which began at the end of June 2005, consisted primarily of station renovations. Work at the seven stations located between Sox-35th and 87th included refurbishing platform canopies, architectural components, escalators, the existing station house, and new platform floor finishes, enhanced lighting, new customer assistant kiosks and improved signs. Eight escalators along the branch were replaced and new elevators were installed at 47th and 69th, making those stations accessible to customers with disabilities. There were also enhancements to improve bus connections, such as curb cuts, canopies over station entrances and improved lighting on the approach to each station.

Garfield station remained open throughout the renovation project. Much of the work was done under single track operations during midday, owl, and other off-peak hours to allow contractors Kiewit/Reyes, Aldridge Electric, and others to undertake renovation work. On many days, it was also common for half of the platform at a time to be taken out of service at certain stations during owl hours to provide unobstructed access to the contractors. During some periods, trains in excess of four cars in length were prohibited from stopping at certain stations also to provide contractor access.

The new, Dan Ryan-standard CA booth was recently installed in this view looking north in the Garfield station house on September 7, 2006. For a larger view, click here. (Photo by Kevin Stanciel)

By the end of 2005, the original agents' booth had been removed and the fare controls had been moved to allow work to continue in the fare control area. By the end of December 2005 all of the canopy roofing "bubbles" had been removed, leaving the canopy structural framework but little actual protection except for small a area the platform where a tarpaulin had been stretched over a small portion of the canopy to provide a moderate level of protection from inclement weather. Work was undertaken at this time to refurbish the canopy structure.

Work continued at Garfield throughout Spring and Summer 2006. By August 2006, new skylight canopy domes were being installed at all stations from Sox-35th to 87th and were substantially complete at Garfield and 63rd. The station's canopy coverings were installed by the end of summer.

By mid-November 2006, installation of new escalators had been completed at Garfield. During November, work also continued on the installation of platform amenities at all stations, painting station house exteriors and platforms, installation of new light fixtures on platforms, installation of new lighting and ceilings in station houses, and installation of new signage.

The structure of the mid-block canopy between the two roadway bridges at Garfield is in place in this December 24, 2006 view looking northwest. The roofing just needs to be installed. For a larger view, click here. (Photo by Graham Garfield)

Unlike most stations in the Dan Ryan Rehabilitation Project, however, Garfield did not receive a new white-painted steel "eyebrow canopy" over the front of the station house due to structural issues. It did, however, receive a canopy over the bridge between the east- and westbound roadway bridges over the expressway, providing a covered path for passengers walking between the station and the bus stop for the eastbound #55 Garfield/55th bus. The canopy is a modern design somewhat reminiscent of a scaled-down version of the crosswalk covering installed at Sox-35th in 2002-03. By mid-November 2006, the decking and canopy structure of the bridge were installed, with fittings being installed.

Art glass panels were included in the station renovation, installed in the side walls of the station house at platform level. The red-tinted images are of Garfield Crossover on the Dan Ryan Line, circa 1969, located just north the station. The image is reproduced on four panels, installed at one of four different ways -- right side-up, reflected, rotated, and reflected -- arranged randomly.

Also included as part of the graphics package were station name signs mounted outside the tracks on the expressway sidewall, facing the platform. These types of "outside" station name signs were previous seen primarily at ADA-accessible stations, although they were installed at all renovated Dan Ryan stations including those without elevators, like Garfield. The frames on which these signs were mounted included a feature unseen before: a stainless steel panel between the posts on the back of which was mounted an extruded resin CTA logo facing the expressway. This was one of several ways the new (as of 2004) CTA logo was incorporated into the renovated Dan Ryan stations. The logo was also mounted along the cornice of all the station houses (typically at the rear end of the side elevation with with half of the shield extending above the roofline) and was applied as a hanging station "identifier" underneath the eyebrow canopy as the stations that received these coverings.

Red Line South Reconstruction Project

In 2013, the CTA launched the Red Line South Reconstruction Project, a track renewal project to rebuild the Dan Ryan branch tracks from the bottom up, excavating down to the bottom of the trackbed to rebuild the underground drainage system then installing new ballast, ties, and tracks.

In order to perform the work more quickly and cost-effectively, the CTA closed the Dan Ryan branch for five months while work was performed. During that time, there was no 'L' service on the Dan Ryan branch south of Roosevelt station. Red Line trains were rerouted via the old 13th Street Incline from the State Street Subway to the South Side Elevated, where they operated to Ashland/63rd via the South Side Elevated tracks in a pattern reminiscent of the old Howard-Englewood "A" trains of the North-South Route days. Red Line service to Ashland/63rd began on Sunday, May 19, 2013. Following the five-month track reconstruction and renovation work on the Dan Ryan, Red Line service to 95th resumed at 4am, Sunday, October 20, 2013.

The five-month construction option saved $75 million over an option to perform work on weekends only. CTA invested that $75 million savings into station upgrades along the south Red Line, including lighting improvements, painting, new roofs and canopies at some stations, electrical substation work, and other improvements. In addition, elevators were added to the 87th, 63rd, and Garfield stations, making the whole Dan Ryan branch, and indeed all "L" stations on the whole South Side, accessible.

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This view looking south on the Garfield station platform on November 10, 2006 shows several elements from the station's renovation, including new concrete flooring, refurbished canopy structure and new skylight "bubbles", new signage, and new Dan Ryan-standard stainless steel seating and windbreaks. For a larger view, click here. (Photo by Victor Ramirez)

Garfield Station (1969-2003)

	garfieldSign.jpg (21k) A Garfield station sign. This B station sign is blue (instead of the standard "B station" green) because it was made after the CTA abandoned the color-coding of signage and blue was adopted for a short period as the default sign color. (Sign from the collection of Graham Garfield)
	garfield02.jpg (107k) The Garfield station, looking south from the Dan Ryan Expressway on July 28, 2001. The modern, utilitarian design of the street-level entrance was typical of late 20th century CTA architecture. (Photo by Graham Garfield)

	garfield04.jpg (159k) The entrance to the renovated Dan Ryan stations feature new stainless steel "storefront" doors and windows which now enclose the station house and protect it from inclement weather, as seen in this view on November 10, 2006. Above the doorway is a new standard CTA entrance sign giving the name of the station and the route. (Photo by Victor Ramirez)
	garfield05.jpg (144k) This November 10, 2006 view looks north up the corridor from the station house to the stairs and escalator down to the platform. On the left is a galvanized steel three-sided map/timetable pylon, a standard design also used elsewhere on the Red Line and at the renovated Brown Line stations. (Photo by Victor Ramirez)
	garfield06.jpg (155k) Unlike most of the other renovated Dan Ryan station, the Garfield station house is enclosed from the street side but not from the platform side, as seen in this November 10, 2006 view looking north from the bottom of the stairs and escalator. If it were, there would be very little space between the bottom of the escalator and the doors, which would impede circulation. (Photo by Victor Ramirez)
	garfield08.jpg (166k) The refurbished Garfield platform is seen looking north on November 10, 2006 with new flooring, signage, and Dan Ryan-standard stainless steel windbreak. (Photo by Victor Ramirez)
	garfield11.jpg (152k) This view of the renovated Garfield station looking north from the Garfield Boulevard bridge over the Dan Ryan Expressway on December 24, 2006 shows several elements from the rehabilitation project, including new canopy skylights, new signage, and the refurbished, repainted station house and canopy. (Photo by Graham Garfield)
	garfield12.jpg (158k) On the night of December 27, 2006, crews are installing the station name signs -- pre-assembled on their frames complete with the extruded resin CTA shields -- at Garfield as traffic whizzes by on the Dan Ryan Expressway. (Photo by Graham Garfield)