Passengers wait for a bus in front of the Garfield station, looking northeast on January 21, 2005, as a Flxible bus pulls up. Many of them probably transferred from the Green Line. The modern station house tucked under the elevated structure is flanked by elevator towers, connecting to the dual side platforms up above. Although built about five years after the project, the Garfield station largely resembles stations built for the Green Line rehab in the 1990s. For a larger view, click here. (Photo by Graham Garfield)

Garfield (5500S/320E)
Garfield Boulevard and Prairie Avenue, Washington Park

Service Notes:

Green Line: South Side Elevated

Accessible Station

Park'n'Ride: 117 spaces

Quick Facts:

Address: 320 E. Garfield Boulevard
Established: October 1, 1892
Original Line: South Side Rapid Transit
Previous Names: 55th Street

Skip-Stop Type:

Station (1949-1982)

Station (1982-1993)

Rebuilt: 2000-01
Status: In Use

History:

The Garfield station side platforms are seen looking north on February 12, 1945. Note the sections of original, ornamental railing on the early sections of the platforms, on the left and behind the canopy on the right. For a larger view, click here. (Photo from the Scott Greig Collection)

55th Street station was built as part of the South Side Rapid Transit's extension to the Columbian Exposition in 1892. The original station building was a grade-level structure that resembled other stations built as part of the extension, such as those now removed from Indiana, 43rd, 47th, 51st, 58th, and 61st.

Designed by architect Myron H. Church and built by the Rapid Transit and Bridge Construction Company (under general contractor Alfred Walcott and engineer R.I. Sloan), the station house was designed with a Queen Anne-style influence. The building was constructed of brick with stone sills and foundation with polychrome brickwork along the top of the exterior in a latticed diamond pattern. Perhaps the building's most prominent feature was the bay that projected from the front elevation, with its broad half-cone roof. The building's bay and brick frieze display many qualities of the Queen Anne style, although the flat terra-cotta cornice and other elements show some examples of early Chicago School of architecture.

The dual side platforms, which were end-loaded at their north end, consisted of a wooden deck on a steel structure. The original canopies were humped-shaped, typical of the original South Side Rapid Transit designs, but were replaced early on with short canopies of steel posts supporting a flat tin roof. Unlike most South Side "L" stations whose platform were later extended over the street (often with auxiliary exit or entrance/exit stairs added to the other side of the street opposite the station house), 55th's were extended only southward and the platforms remained completely south of the street. This was due to the street being a park boulevard, with a wide landscaped median and expensive homes lining the street. The South Park Commission, which controlled the boulevard environment and operations, would not have permitted the visual intrusion over the street. In fact, the commission insisted that the steel elevated structure have decorative elements and a more graceful appearance in order for the South Side Rapid Transit company to gain their approval to construct across the right-of-way.

 

What's in a Name?

The station at 55th Street/Garfield Blvd. has an interesting history of how it has been named and referred to over the years, with the name used often following local tradition and preference rather than the official name of the street on which the station is located.

The street in front of the station had technically not been named 55th Street for about two decades before the "L" station was built. The civic desire to create a continuous ring of parks and boulevards encircling the city led to the Illinois Legislature creating three independent park commissions -- the South, West and Lincoln Park commissions -- in 1869 to acquire the necessary lands for, design, built, and maintain the large parks and connecting boulevards. 55th Street was identified to be one of the connecting park boulevards, expanded to a broad parkway with a wide grassy median, between Western Avenue and Kankakee Avenue (later changed to South Parkway [or in some places, South Park Way], then in 1968 to Dr. Martin Luther King, Jr. Drive), where it connected to one of the planned large parks, South Park.

The Garfield station house is seen in 1985. Though covered with a coat of paint, most of the station's original features remain and can be seen through the paint. The decorative polychromatic brickwork is clearly evident on the side elevation. For a larger view, click here. (Photo by Olga Stefanos)

As part of their plans for South Park (renamed Washington Park in 1881), famed landscape architects Frederick Law Olmsted and Calvert Vaux renamed the third "grand approach" that had formerly been 55th Street, located on the west side of the park, "Pavilion Parkway". The street was so named because it led to a congregating area in the park Olmsted & Vaux called "The Pavilion", a concourse for carriages, a music stand, grandstand and refectory. By the early 1880s, maps were labeling the street as Pavilion Parkway (or Pavilion Park Way, such as the 1881 Mitchell map of Chicago) from Western Avenue to the park.

By 1882, and possibly sooner, the street was again renamed, this time for assassinated president James A. Garfield, killed in office in 1881. Newspaper articles from as early as 1882 refer to the street as Garfield Boulevard (or in one case, "Garfield avenue"), though they also usually include a reference to it as "Fifty-fifth street" as well; by 1887 (and perhaps earlier), maps begin to label the street as Garfield Blvd. However, while some maps label the street solely as Garfield Blvd., other maps from this period and later also label the road as 55th Street, marking it as both. Even those that only marked the street as Garfield continued to label mainline railroad stations at the boulevard (such as those of the Chicago and Western Indiana Railroad at Wallace Ave. and the Pittsburgh, Fort Wayne and Chicago Railway [part of the Pennsylvania Railroad system] at Stewart Ave.) as 55th Street Station. This would suggest that the street itself was formally renamed all the way from Western to Washington Park, but that the colloquial use of "55th Street" to refer to the street and its train stations was probably strong for a number of years after the renaming, hence its inclusion on maps. (It is also possible that the railroads were slow to name their stations.) It is also interesting to note that, technically, the street was not even in the City of Chicago at this point -- the land in this area, east of State Street (including where the future "L" station would be), was outside the city limits and located in Hyde Park Township, until the township was annexed to the city in 1889.

The South Side Rapid Transit appears to have referred to the station as "55th Street", choosing the local practice over the street's formal name. An 1892 Chicago Tribune article refers to the street as both "Fifty-fifth street" and "Garfield boulevard" in the same paragraph, but refers to the "L" stop only as "Fifty-fifth street station". "L" maps issued by the elevated companies labeled the stop as "55th St." (or just "55th") through the end of private ownership. But, by 1945 at least some signs on the station platforms read "GARFIELD BLVD." (possibly much earlier, since these signs had no address coordinates, something the CER began adding to signs in the mid-1920s). The station finally began to appear on maps with its updated name on CTA's 1954 system map, although even then was was listed as "Garfield (55th St.)". Not until the philosophy of updating, streamlining and standardization that accompanied the introduction of the CTA's KDR graphic standards system did it begin to be listed on maps simply as "Garfield" in 1969, and on new station signage in the 1970s.

It's interesting to compare how long it took for the station to adopt the street's new name to another South Side street named for an assassinated elected official -- 22nd Street, renamed for Chicago mayor Anton Cermak in 1933, within days after Cermak was killed by a bullet meant for President Franklin Roosevelt -- whose station began to be listed on "L" maps with the street's new name (with the old in parentheses) in 1934, and solely by its new numberless name by 1936.

 

Early CTA Developments

In the CTA's 1949 North-South Route service revision, Garfield became a B station under the A/B skip-stop system due to its relatively low number of users compared to other nearby stations. With the next station south, 58th, an A station and then the junction at 59th Street where Englewood A and Jackson Park B trains diverged, this meant that during hours when skip-stop service ran the last transfer point between the branches (or first, depending on your direction of travel) was one stop north, at 51st. (During off-peak hours, trains typically made all stops, making 58th the transfer station nearest the junction.)

The interior of the Garfield station house is seen looking southwest in the unpaid area in 1971. The agent's booth is old, possibly original. That there is only the agent-controlled turnstile speaks to the station's relatively low passenger volume at the time. The station is still lit by incandescent lights. For a larger view, click here. (CTA photo, Graham Garfield Collection)

Garfield's skip-stop designation changed, temporarily at first, when on March 4, 1982 service on Jackson Park branch was suspended south of 61st Street due to structural defects in the Dorchester bridge over the Illinois Central Railroad. B trains continued to serve 61st station (and use 61st Yard) just a short distance onto the branch, with substitute shuttle bus service operated between 61st and Jackson Park stations via 63rd Street to Stony Island. During the closure, King Drive, Cottage Grove, University and Jackson Park (Stony Island) stations were closed, and Garfield was made an AB station to facilitate use of the #55 Garfield bus as an alternate service option for the closed "L" branch. For a permanent solution, the city's Department of Transportation come up with a number of options, which included cutting service to Cottage Grove or University on the west side of the IC tracks, abandoning the Jackson Park branch altogether and replacing the IC bridge and restoring service to the Stony Island terminal, the latter of which Mayor Byrne supported. On December 12, 1982, service was restored as far as the University Avenue stop. The defective bridge was later demolished as was the Stony Island station. By this time, the opening of the Dan Ryan Line had drawn away many Jackson Park riders who found it more convenient to board an "L" south of 63rd Street, even if they still had to take a bus. However, Garfield remained an AB station even after service was restored to the Jackson Park branch, with the skip-stop change made permanent.

On January 24, 1982, as an economy measure CTA initiated on-train fare collection by conductors nights and Sunday mornings at Garfield and about a dozen other North-South Route stations, discontinuing all-night ticket agent coverage. This required modifications to the station house fare control areas to allow passengers to be able to bypass the agent's booth and turnstiles during pay-on-train hours.

With the demolition of the original stations at Cottage Grove and King Drive, Garfield Blvd. is the last remaining station dating back to the first "L" line in Chicago, making it the oldest on the entire system.

 

The Garfield station house is seen looking south in 1995, amidst its closure during the rehab of the Green Line. When it was closed, it was painted in shades of red -- salmon, maroon and red -- a scheme used on many "L" stations. Little would be done to the station during the project, however, save for a new paint job and some modest maintenance. For a larger view, click here. (Photo from the Graham Garfield Collection)

Green Line and Station Renovation

On February 21, 1993, the South Side Englewood-Jackson Park service, formerly paired with the Howard service and forming the North-South Route, was repaired with the Lake Street service and formed the CTA's new Green Line.

On January 9, 1994, the Green Line closed for a two-year rehabilitation. All stations on the line, including Garfield, closed, with several stops to be replaced with new, modern facilities. The CTA Planning Department found that one thing which many riders felt the system's facilities and amenities did not meet their needs, transit-related and otherwise. One solution to that problem the CTA came up with was the construction of what was dubbed "superstations." The plan was to construct one at Pulaski on the West Side and at 63rd Street (though it wasn't specified where) or perhaps Garfield on the equally economically-depressed South Side. The proposed $7 million superstation at Garfield was to include many facilities, from a convenience store to a bank branch to a day care center, all to better meet the needs of the riding public. It was also hoped that such stations would serve as magnet for redevelopment in the depressed areas of the West Side. The new Garfield station was scheduled to open by fall of 1996, but neither facility was built and Garfield station reopened with the rest of the Green Line in May 1996 with its original station house and platforms still in use.

On September 15, 1999, the CTA announced its plans to improve the Garfield station with a new station house. However, unable to move the "superstation" proposed a few years earlier forward, CTA elected to build a standard rapid transit facility so that the community could benefit from a modern station.

The new Garfield platforms and elevator towers, in the early phases of construction, are seen looking north on August 16, 2000. For a larger view, click here. (Photo by Graham Garfield)

The rebuilt Garfield station is located on the north side of Garfield Boulevard, across the parkway from the historic station facility. The station house has glass and metal facades on the front and sides of its main entry, flanked by tall elevator towers clad in white glazed brick with thin horizontal green bands. The side and rear elevations of the station house behind the elevator towers are blank walls faced in white glazed brick.

The station interior is fairly utilitarian, with white glazed brick walls, concrete floors, and a suspended corrugated metal panelled ceiling. A stainless steel octagonal Customer Assistant booth, a design typical for "L" stations built in that era, is located in the middle of the interior, with turnstiles to the east of it and a tall barrier fence and an exit rotogate turnstile on its west side. The station features elevators to each platform for accessibility in addition to stairs, as well as an escalator to the inbound platform.

The rebuilt station features dual side platforms extending north from the north side of the boulevard. The platforms have concrete decks and canopies approximately six cars long, each simply designed with a flat, angled roof and cantilevered from a row of support columns along the back of the platform. The railings are typical of the renovated Green Line stations, with green-painted metal frame split into panels, a round top piece, and mesh panels. The rest of the platform steel was painted white. The platforms were outfitted with stainless steel windbreaks, benches, lights, and heaters.

The new, modern Garfield Green Line station is open and ready for passengers in this view looking north in front of the new facility in July 2001. For a larger view, click here. (CTA photo, Graham Garfield Collection)

The scope of the station reconstruction project also included new communications, public address and HVAC systems, new communications, electrical and equipment rooms, and the removal of the platforms, canopies, stairs, fare control equipment, and CA kiosk at the old station.

By the end of Summer 2000, the steel framework for the new platforms and the concrete elevator shaft towers had been erected. In addition, a foundation had been laid for the new station house.

By April 2001, the masonry station house was largely complete, with work progressing on the escalators, elevators, electrical work, HVAC, drainage and station house roofing. The escalator and stairs were completed and handrails were installed on the platforms. Installation of elevators, roofing, lighting, front station exterior, stairs and electrical and mechanical systems continued through May.

An era in "L" history passed into being on Monday, July 16, 2001, when the old Garfield station closed and the new station came into service. The historic Garfield station was permanently closed at 1600 hours, at which time the new modern station opened on the north side of Garfield Boulevard.

Chicago Transit Board Chairman Valerie B. Jarrett, Chicago Transit Authority President Frank Kruesi and 20th Ward Alderman Arenda Troutman officially opened the new CTA Green Line station house at Garfield Boulevard on October 17, 2001, despite having actually opened to the public about three earlier. Ridership at the Garfield station dropped to 227,118 in 1993 and rose 1.5% to 230,414 in 2000. As of the end of 2001, 262,618 customers had used the Garfield station; in 2012, a total of 426,223 entered the Garfield station.

 

The Oldest "L" Station House: An Uncertain Future

The historic Garfield station house sits secure and intact but largely unused, other than for storage, in this view looking south on October 20, 2013. It had recently bee n given a fresh coat and green and white paint. For a larger view, click here. (Photo by Graham Garfield)

The opening of the new station house on the north side of Garfield Boulevard put into question what the future of the original, historic station house on the south side of the boulevard was to be. The original Garfield station is the oldest station facility on the "L", with the station house and platform dating from 1892. It is perhaps the oldest intact public transit station in the country, according to a report by the Chicago Commission on Landmarks. While the CTA demolished the platforms of the old station after the facility closed, the station house is protected city landmark status.

Landmark status ensures that any significant changes to the structure would need approval, and makes it difficult -- though not entirely impossible --for the the historic station building to be demolished. The ornamental overpass over the boulevard was included along with the station's exterior in the landmark designation, but the designation did not include the station platform and canopies.

The platforms were the last of their kind on the system and while not original to the station, did date from the early years of the century. They were finally demolished in late September 2001.

"We want to make sure the building remains," said Deputy Planning Department Commissioner Jim Peters, who oversaw the Landmarks section at the time, when the landmarks designation proposal was being reviewed. At the time of its closure, the CTA said it "is looking to lease it or making it a second exit for the [new] station." CTA spokeswoman Maria Toscano said the agency would retain the station for a "transit use" that was not identified.

After its closure, the station house was put behind a tall sectional chainlink fence to discourage vandalism of the building. The front doors were replaced with utilitarian steel doors for added security and it was given a fresh coat of white and green paint on the exterior. In the rear, all of the walkway, stair, and canopy structures were removed. The rear elevation of the station house is gray cinderblock, a later modification.

 

The entrance to the Garfield station park & ride is seen looking east from Prairie Avenue on May 3, 2013. The "L" station is visible in the background; the wooden structure is a temporary stairway used from May to October 2013. The identifier pylon is similar to ones made for the Orange Line a decade earlier, only made of stainless steel instead of enameled steel. For a larger view, click here. (Photo by Graham Garfield)

Park & Ride Added

A park'n'ride lot with 117 parking spaces was added near the Garfield station in late 2004, funded by the federal Congestion Mitigation Air Quality (CMAQ) Improvement Program and the Illinois Department of Transportation. The Chicago Transit Board, at its monthly meeting on July 2, 2003, approved the contract to build the new facility to provide an additional option for commuters who travel into the Loop each day. A groundbreaking was held for the lot's construction on Monday, October 6, 2003. The parking lot was built on vacant land located on the west side of the station. Contractor Oakley Construction Company, Inc., of Chicago built the $935,000 project, which was awarded through the competitive bid process.

Amenities of the park'n'ride lot include lighting, canopies to protect customers from the elements, bike racks, landscaping, fencing, and an electronic fare collection system. Standard Parking manages the parking facility for the CTA . For added convenience, a new doorway was added on the west side of the station's entrance area, facing the sidewalk between the parking lot and the station.

A ribbon-cutting was held for the new lot at 10am September 30, 2004. It opened for passenger use the following day, at 4am, Friday, October 1.

 

The North-South Route (Temporary) Returns

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. Some modest station improvements were also performed. 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 would be no 'L' service on the Dan Ryan branch south of Roosevelt station.

The temporary bus terminal for use by shuttle buses during the closure of the Dan Ryan branch is seen under construction, looking southeast on April 9, 2013. Rebar has been laid and forms set up for the concrete pavement to be poured. For a larger view, click here. (Photo by Graham Garfield)

As part of the alternate service plan for Dan Ryan riders, 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. Harlem-Cottage Grove Green Line trains continued to operate as well, but due to limited track capacity some Green Line trains from Harlem that would've gone to Ashland/63rd were turned back to Harlem downtown during the weekday rush periods (at Roosevelt in the morning rush and via the Outer Loop in the evening rush).

Free express and limited stop shuttle buses carried "L" passengers from the four closed Dan Ryan stations at 69th, 79th, 87th and 95th to the Garfield station on the South Side elevated, now served by both Red and Green line trains. Operating from approximately 4am to 1am, the shuttles were:

The fare control array at the auxiliary stairway to the northbound platform is seen looking north on May 19, 2013. This entrance provided added capacity to the modest-sized station house for the large influx of passengers the Dan Ryan shuttle buses were expected to deposit at the station. For a larger view, click here. (Photo by Graham Garfield)

In addition, an sixth shuttle -- the #R55: Dan Ryan Owl Shuttle -- provided station-to-station service between 95th and 63rd, as well as to the Garfield elevated station, during owl (overnight) hours. The #R69, #R79, #R87, and #R95 were non-stop station-to-station shuttles, while the #R63 and #R55 were limited stop shuttles making stops only at the closed Dan Ryan "L" stations. The #R79, #R87, and #95 operated on the Dan Ryan Expressway between their Dan Ryan stations and Garfield Blvd., while the others use local streets.

Entry to the Garfield elevated station was free during the five-month project, whether transferring from a shuttle bus, from a regular CTA bus route, or simply walking up to the station. This was done in order to not penalize customers who must now make several transfers and a multi-modal trip in substitute for Red Line service. Since a large portion of riders who boarded at Dan Ryan "L" stations did so from connecting buses, the assumption was that, while not paying either to ride a shuttle or board at Garfield, most customers would at least pay when boarding their bus of origin which brought them to the Dan Ryan. However, CTA officials knew that some customers -- those who either started their journey on a free shuttle or at Garfield -- would pay no fare for their inbound trip at all, and simply accepted this as both the cost of the project and an additional concession to already-inconvenienced riders.

The Garfield intermodal facility is seen looking northwest on May 20, 2013, with the "L" station providing the backdrop for the temporary bus terminal, where buses for the four main shuttle routes connecting to the "L" lined up and ready for service. For a larger view, click here. (Photo by Graham Garfield)

The biggest changes were needed to the Garfield Green Line station, which had accommodate both Red and Green line trains and, more importantly, be the hub for the bus shuttles serving the closed Dan Ryan stations south of 63rd Street. With so many riders being funneled into the station, and the city’s north-south trunk line now serving the station, daily ridership at Garfield was projected to grow from 1,300 riders to 13,000 riders. In order to meet the demand, a number of modifications were made to the station. A large four-lane bus terminal was constructed on vacant land on the east side of the station, between the elevated structure and Calumet Avenue, to host the #R95, #R87, #R79, #R69, and #R55 shuttles that connected to the station. Built with permanent sewer-connected drainage and asphalt paving with concrete boarding islands, the bus terminal was designed to be retained and converted to a parking lot after the project’s conclusion.

To make bus-train connections easier at Garfield station, and to provide the additional capacity needed, wide new auxiliary stairways were added at the north ends of the platform. Built of heavy, reinforced timbers, the stairs descended to north end of the bus terminal (on the inbound side) and next to the park & ride lot (on the outbound side, with a walkway under the "L" structure to the bus terminal). The canopies cover the stairs extended several feet in front of the bottoms of the stairways to house wide banks of turnstiles, installed for crowd control and passenger counting purposes since no rail fares are being collected at Garfield station -- the turnstiles are set to “free-wheel”. Inside the station house, the fencing and exit rotogate on the west side of the centrally-located Customer Assistant booth were temporarily removed to install an additional bank of turnstiles.

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. At the same time, Red Line service via the South Side Elevated and Englewood branch was annulled and Green Line trains resumed service to Ashland/63rd, alternating between the two 63rd Street terminal branches.

The auxiliary stairs behind the station house and the additional turnstiles inside the station house were removed at the conclusion of the project. The bus terminal was closed, with jersey barrier placed across the driveways and fencing installed around the perimeter. Its conversion into a second park & ride lot was not undertaken until early 2014.

 

The Garfield station platforms are seen looking north on September 5, 2013. Although built about five years after, the design of the canopies, railings and windbreaks is typical for the Green Line stations built in the 1994-96 rehabilitation project on the line. For a larger view, click here. (Photo by Graham Garfield)


Old Garfield Station | Current Garfield Station | Red Line South Project Modifications


Old Garfield station photos (1892- )
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Garfield symbol sign from before it became an AB station in 1982. (Sign from the collection of Graham Garfield)

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A close-up view of the ornamental details along the top of the Garfield station on January 18, 1998. The top of the brick wall is decorated with alternating smooth and rough bricks in a diamond pattern; while it is painted over, the different brick types were also two different colors to highlight the pattern. The wall is topped with a terra cotta molding in an egg-and-dart pattern and a stamped copper roof cornice. Note the sockets demonstrating that there used to the lights illuminating the underside of the overhang. (Photo by Linda Garfield)

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This detail view shows the eaves and Craftsman-style brackets of the semicircular conical roof on the front bay on the Garfield station, on January 18, 1998. (Photo by Linda Garfield)
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The platform of the original Garfield station is seen looking south on August 16, 2000. The platforms originally ended at the tops of the stairs, but were later extended around them when longer platform were needed, resulting in narrow portions around the stairs. This 100-plus year old platform would be demolished when the new station was completed in 2001. (Photo by Graham Garfield)
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The old Garfield platforms, still in service, are seen looking north on August 16, 2000. Note the sign in the foreground with the prohibition slash though an 8 -- this tells motormen that the platform is not long enough to safely berth an 8-car train. The new station is already under construction in the background. (Photo by Graham Garfield)
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A view of the original 1892 station house at Garfield, looking south on May 6, 2001. This is how the station house appeared just before its closure and replacement by the new, modern facility across the street. (Photo by Graham Garfield)

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An IRM PCC charter is trailed by car 22, looking south at the original 1890s Garfield platform on May 6, 2001. Although car 22 bears a sign that was actually used on the line between 1993 and 1994 -- Lake-Englewood "A" -- no 1-50 or 6000-series train ever used it or ran in revenue service on what is now the Green Line. (Photo by Graham Garfield)

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A study in contrasts: an in-service Harlem-bound Green Line 2400-series train pulls up beside the IRM chartered 6000/5-50 series train at Garfield on May 6, 2001. The Garfield platforms seen here were closed only a matter of weeks after the photo was taken. (Photo by Graham Garfield)

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1-50 series car 22 stops at the old Garfield station while on an IRM fantrip, looking south on May 6, 2001. (Photo by Mike Farrell)

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The historic Garfield platform, looking north on July 13, 2001. The inbound platform canopy on the right is much longer than the one on the outbound platform, probably to provide additional protection in the direction where boarding was heavier. The platforms would be taken out of service in just a few days when the new station opened across the street. When it was demolished, the last pre-CTA platform on the original route of the South Side Elevated was gone. (Photo by Graham Garfield)
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The old northbound side platform at Garfield is seen looking south on July 13, 2001 from the about-to-be-opened replacement station. The booth at the end of the old platform was a supervisor's booth. (Photo by Graham Garfield)  
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A view looking north up the old Garfield station platform on July 13, 2001 shows the platform canopy, with its iron posts and corrugated metal roof. The original South Side Elevated station platform canopies had hump-shaped roofs, but many of these were replaced very early with simpler flat, angled roofs like this one. (Photo by Graham Garfield)
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The short canopy on the outbound platform of the old Garfield station is seen looking northwest on July 13, 2001, a few days before it was closed and replaced with the new station visible in the right background. (Photo by Graham Garfield)
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The same view as garfield19.jpg above looking south from the new Garfield station platforms, on September 27, 2001 only a few months after the old station closed and the historic platforms had already been removed. They were demolished with no trace of them left. (Photo by Graham Garfield)  

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The exterior of the Garfield station house is seen looking south on September 27, 2001, after the historic station house was closed. Sectional chainlink fencing has been placed around it to discourage trespassers and vandals. (Photo by Graham Garfield)

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A portion of the exterior facade, in the top west corner of the front elevation, has had its paint removed, revealing the ornamental polychromatic brickwork and decorative cornice underneath, seen on September 27, 2001. (Photo by Graham Garfield)

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The 2001 Historic Station Tour participants are gathered on November 4, 2001 in from of the historic Garfield station -- the oldest on the system and possibly in the US -- which has been closed to passenger traffic for only four months. Although it was not an active station, the CTA had recently given it a new coat of paint. (Photo by Frank Hashimoto)

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This plaque on the original station house on the south side of the boulevard commemorates the station's designation as a local landmark on December 12, 2001. The plaque is seen here on October 17, 2004. (Photo by Tony Coppoletta)
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CTA tradesmen apply a fresh coat of paint to the exterior of the historic Garfield station house on May 3, 2013, a few weeks before the Dan Ryan branch would temporarily close for track renewal and shuttle buses would bring passengers from the closed stations to train service at Garfield. With the massive influx of additional customers, the CTA no doubt wanted the facilities to look their best. Rolling metal doors have been installed over the front doors to secure the building. Note that the decorative stamped copper cornice has not been painted. (Photo by Graham Garfield)

 


Current Garfield station photos (2000- )
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The northbound platform of the new Garfield station, looking north from the old station platform in October 2000. The steel framework for the new platforms and the concrete elevator shaft towers have been erected by this point. (Photo by Michael Roegner)
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A view of the new southbound platform under construction, looking north from the old station in October 2000. CTA workers are visible on the platform. (Photo by Michael Roegner)
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The new Garfield station house is nearing completion, seen looking north across Garfield Boulevard on May 6, 2001. The design, with white glazed brick walls with green bands and a steel and glass storefront, is typical of the architecture used on the rest of the South Side Green Line during the earlier 1994-96 rehab. (Photo by Graham Garfield)
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The new Garfield station side platforms are nearly ready for service in this view looking north from the old platforms on May 6, 2001. They are typical of most new CTA platforms and the elevator towers resemble those used on much of the rehabbed Green Line. The canopy steel has been primed and is in the process of being given its final coat of white paint. (Photo by Graham Garfield)
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The interior of the Garfield station house is seen here just a few days before opening, looking northwest in what will be the unpaid area on July 13, 2001. All of the interior furnishings and fixtures, including the CA booth, lights and signage have been installed; only the turnstiles and fare vending machines remain to be put in. The process has begun, however -- the end cabinet for the turnstile array is in place, next to the CA kiosk. (Photo by Graham Garfield)  
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The new station house at Garfield is seen looking north across Garfield Blvd. on July 13, 2001. The new facility opened just a few days later. (Photo by Graham Garfield)
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The new platforms at Garfield are seen looking south on July 13, 2001, just a few days before opening. Everything is in place -- lighting, speakers, signage, A/V signs -- and ready for service. A northbound train is stopping at the old Garfield station across the boulevard in the background, something that would only happen for a few more days. (Photo by Graham Garfield)
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The new northbound Garfield station platform is seen looking southeast on July 13, 2013. Stairs and an escalator on the left and an elevator in the background provide ready vertical access for all customers. Only the northbound platform has an escalator, since the southbound platform has far fewer boarding passengers needing to go up; most passengers alight southbound, and have an easier trip down to the station house. (Photo by Graham Garfield)
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The gleaming new Garfield station is complete and ready for service in this dramatic view looking east -- and up -- at the new station house, platforms and elevators in July 2001. (CTA photo, Graham Garfield Collection)
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This series of individual up-turned canopies, seen looking south on January 21, 2005, was installed in 2004 along the walkway between the new ark & ride lot and the station as part of the project to build the commuter lot, to provide some protection for passengers. Their half-circular shape is reminiscent of the bay roof on the historic station house across Garfield Blvd. (Photo by Graham Garfield)
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The interior of the Garfield station house is seen looking northwest in the unpaid area toward the fare controls on a cold and west January 21, 2005. (Photo by Graham Garfield)
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2200-series cars were never assigned to any of the services that used the South Side Elevated, but here a train of the units led by car 2214 is visiting Garfield station on an Electric Railroaders' Association (ERA) fantrip on September 5, 2011. Veteran operator Jorge Rivera is at the controls of the train. (Photo by Graham Garfield)

 


Red Line South Project station modification photos (2013)
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One of many training trains CTA operated to familiarize personnel with the new Howard-Ashland/63rd Red Line routing is stopped at Garfield on April 9, 2013, about a month and a half before the new service began. Most training trains were for train operators and other operating personnel, but this one was for office and management staff. The trains were already receiving their new roller curtains with a red "Ashland/63" reading, and this train displays. (Photo by Graham Garfield)
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The bus terminal is under construction on the east side of Garfield station is under construction in this view looking north from the northbound platform on April 9, 2013. The bus terminal driveway is in the process of being graded, rebar installed, and concrete poured and set. Meanwhile, the heavy-duty wooden temporary entrance stairs from the bus terminal to the inbound platform are under construction. (Photo by Graham Garfield)
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The new bus terminal and auxiliary entrance stairway on the east side of Garfield are about ready for service, just a couple weeks before they'll enter service, looking west on May 3, 2013. (Photo by Graham Garfield)
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The temporary bus terminal is largely complete and nearly ready for service, looking south in the westernmost lane on Nay 3, 2013, about two weeks before buses will begin using it. CTA personnel are doing a "walk-through" inspection as contractors apply finishing touches. The crosswalk in the foreground leads to the auxiliary entrances to the train platforms. (Photo by Graham Garfield)
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To help handle the large crowds that would be transferring from shuttle buses onto trains at Garfield, temporary wooden secondary entrances were built north of the station house wit direct access from the bus terminal. The larger east entrance, to the inbound platform, is seen here looking north on May 3, 2013, still without turnstiles and with finishing work underway. The white buildings is a booth for the second Customer Assistant that would be assigned here during busier periods. The walkway under the "L" structure leads to the auxiliary stairs to the outbound platform and to the park & ride lot. (Photo by Graham Garfield)
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The temporary bus terminal at Garfield, seen looking northeast on May 3, 2013, was simple and spartan but well-built, with concrete roadway surfaces and boarding islands. The terminal had four lanes, with the three eastern lanes having boarding islands backed by chainlink fencing to prevent passengers from cutting across the bus lanes rather than using the crosswalks at the ends. (Photo by Graham Garfield)
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Contractors put the finishing touches on the wooden auxiliary entrance/exit to the outbound platform at Garfield on May 3, 2013. Among the items still to be installed are lights, speakers and turnstiles. (Photo by Graham Garfield)
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This view from the Garfield Harlem-bound platform gives a good aerial view of the bus terminal's layout, looking southeast on May 3, 2013. (Photo by Graham Garfield)
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In addition to banners and other information, the smartcard targets on the turnstiles at Garfield had new graphics installed that read "Free Transfer" over the universal "enter" symbol to remind customers that entry was free and they did not need to use their farecard. This turnstile is part of the temporary array at the entry to the inbound platform from the bus terminal, seen on May 8, 2013. (Photo by Graham Garfield)
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The Dan Ryan closure for track renewal has started, as an Ashland/63rd-bound Red Line train stops at Garfield on May 19, 2013, the first day of the new routing. Marked by egress signage, the new auxiliary exit stairway directly down to the bus terminal from the inbound platform is visible on the left. A section of back railing had to be temporarily removed to provide the access. (Photo by Graham Garfield)
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The ends of each boarding island in the bus terminal had a sign for passengers traversing the crosswalk from the rail station identifying which bus shuttle was assigned to each lane. Each sign also contained a reminder to cross the bus terminal only at the crosswalks. Looking east on May 19, 2013, the jersey barriers at the ends of each boarding island also contained signs directing bus drivers to their respective lanes. Those signs are normally carried on the fascia of the canopy over the lanes at other rail station bus terminals. (Photo by Graham Garfield)
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A #R95 95th-Garfield Express shuttle loads in the bus terminal at Garfield for the nonstop trip to 95th station on the first day of the shuttle operation, May 19, 2013. A bus supervisor is monitoring the terminal and service. Special red flags were made and placed above the bus stop signs for the shuttle stops to make them readily identifiable from a distance, especially important for the on-street stops. Note the black-and-white wayfinding sign, directing passengers to where various bus services are around Garfield. (Photo by Graham Garfield)
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Buses are lined up in all four lanes of the Garfield bus terminal and ready to load in this view looking north from the Garfield Blvd median on May 19, 2013. The buses are assigned to lanes based on projected ridership, with the heaviest demand services placed closet to the "L" station -- from next to the station eastward, they are the #R95, #R79, #R87 and #R69. Overnight, the #R55 uses the #R95 lane next to the station for the convenience of late-night riders. (Photo by Graham Garfield)
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The Garfield station platform is seen looking south on May 19, 2013. The wooden auxiliary stairways can be seen projecting out on the left and right. Some additional signage was installed, while other signs were updated with temporary, removable vinyl graphics. Digital train arrival screens were installed in time for the added Red Line service being inaugurated. (Photo by Graham Garfield)
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The Garfield station is seen behind the temporary bus terminal, looking southwest on May 20, 2013, the first weekday of the new service pattern. The morning rush hour passed, the relative quiet is in sharp contrast to the massive influx of passengers that occurred a short time earlier as loaded shuttle buses dropped their passengers to transfer to Red and Green line trains en masse. (Photo by Graham Garfield)
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The permanent station house and vertical access facilities on the left, and the temporary auxiliary fare control area and stairs to the inbound platform, draped in a flag for Building a New Chicago, the City's capital improvement umbrella program, on the right, the Garfield elevated station is seen looking west from the entrance to the bus terminal from Calumet Avenue on May 20, 2013. (Photo by Graham Garfield)
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In addition to the auxiliary entrances to both platforms built behind the station house, the turnstile capacity inside the station house was increased as well. The three regular turnstiles and one wheelchair gate to the right of the CA booth was supplemented with two more turnstiles on the other side of the booth, replacing a an exit rotogate. The turnstiles weren't needed for fare collection - as the banner over the turnstiles declared, the fare was waived at Garfield during the project and entry was free -- but rather for crowd control and to accurately count ridership. Looking north on May 20, 2013 in the unpaid area, note that the train arrival time screen shows two southbound trains, a Green Line to Cottage Grove and a Red Line to Ashland/63rd. (Photo by Graham Garfield)
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The Garfield elevated station platforms are seen looking south from the outbound platform on May 20, 2013. Note that the directional signage and station name sign tabs have been updated with vinyl graphics to reflect the addition of Red Line service at the station. (Photo by Graham Garfield)
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With the track rebuilding project over and the Dan Ryan branch reopened, normal Red and Green line services have resumed. Without the need for the intensive shuttle bus service from the Dan Ryan stations, the bus terminal at Garfield was closed. The driveways were blocked with jersey barriers within hours after the shuttle service ended, seen looking north on October 20, 2013. (Photo by Graham Garfield)
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The Garfield station is seen in the background from the crosswalk in front of the closed bus terminal, looking west from the head of the #R69 shuttle boarding island at the far eats end of the terminal on October 20, 2013. Jersey barriers block the entrance to the terminal; the signage would be taken down over the succeeding weeks. Eventually, the islands would be removed so the terminal could be converted to another park & ride lot. (Photo by Graham Garfield)
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The temporary wooden auxiliary entrance stairs and fare control area to the inbound platform are seen looking northwest on October 20, 2013 after the end of shuttle service and the resumption of normal train service. No longer needed, the front, sides and top of the stair enclosure were barricaded with plywood to prevent access until it could be disassembled. (Photo by Graham Garfield)