The 35th Street entrance to the Sox-35th station has changed its appearance significantly since it was built, as this view shows looking north on December 24, 2006. Although the Skidmore-designed International Modern-style station house's structure remains, the interior was extensively renovated in 1999-2000 and again in 2002-03, and the bridge was rebuilt with median planters, canopy-cover sidewalks, and a mid-block postmodern-style canopy in front of the station entrance in 2002-03. The station house's storefront facade was added in 2006. For a larger view, click here. (Photo by Graham Garfield)

Sox-35th

(3500S/200W) 35th entrance

(3300S/200W) 33rd entrance

35th Street and the Dan Ryan Expressway, Armour Square

Service Notes:

Red Line: Dan Ryan

Accessible Station

Owl Service

Quick Facts:

Address:

142 W. 35th Street (35th entrance)

143 W. 33rd Street (33rd entrance)

Established: September 28, 1969
Original Line: West-South Route, Dan Ryan branch
Previous Names: none

Skip-Stop Type:

Station

Rebuilt: 2000
(elevator added), 2002-03 (station house renovation), 2005-06 (station renovation), 2013 (refurbished)
Status: In Use

History:

The entrance to the Sox-35th station, shown as-built on November 6, 1969. Note that the front portion of the station entrance is covered but not enclosed, and the utilitarian chainlink fencing on the expressway bridge. Old Comiskey Park is visible in the background. For a larger view, click here. (Photo from the CTA Collection)

The design of Sox-35th 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 Sox-35th interior and fare controls in 1970, shortly after opening. Stainless steel turnstiles, now an industry standard, were first used in this and other Dan Ryan stations. Today, all of this has been removed: the Duncan turnstiles have been replaced by Cubic farecard turnstiles and the dual agent booths have been replaced by a single CA booth, where the phone is on the right. For a larger view, click here. (Photo from the CTA Collection)

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.

Off-street bus transfer facilities are provided at the 95th Street terminal and at 69th Street station by means of bus bridges over the expressway traffic lanes. An off-street bus loop is also provided at the Cermak Road station..."

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 auxiliary entrance at 33rd Street, seen looking south on November 6, 1969. Originally, the rotogate that allowed exiting only was built into the front elevation. It was unlocked during the PM rush, allowing admittance to an agent on the platform. For a larger view, click here. (Photo from the CTA Collection)

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.

The station is only feet from Comiskey Park, the home of the Chicago White Sox baseball team. So, for this reason and to distinguish it from the 35th Street station on the Jackson-Park/Englewood Line only a few blocks east, the station was coined Sox-35th and the other Tech-35th (for the nearby Illinois Institute of Technology).

One of several reductions in service due to CTA's budget crisis in the 1970s, on January 13, 1973, the 33rd auxiliary entrance to Sox-35th was closed (one of many auxiliary entrances closed that year), reduced to a rotogate-controlled auxiliary exit. 33rd Street was not reactivated as an auxiliary exit until the late 1990s, when an unmanned farecard-only High Barrier Gate (HBG) was installed at part of the CTA's automated fare equipment project, once again allowing both entrance and exit from this auxiliary location.

 

Station Remodeling

As part of a set of capital improvements at a number of stations, the CTA added an elevator at the 35th entrance at Sox-35th in 2000 as part of an upgrading of the station to be ADA accessible. This project included the installation of elevators, blue tactile platform edging, braille tactile signs, wheelchair gates, and other improvements.

As a result of the new elevator, the stairs had to be relocated to accommodate the elevator shaft and equipment. Other upgrades made to the station's main entrance in 1999-2000 included a new Customer Assistant kiosk, granite flooring in the fare control area, stainless steel barriers, new mechanical, electrical and communication rooms and an employee restroom.

The first Current Graphic Standard station name signs on the Dan Ryan Line were installed at Sox-35th in early November, 2001, not in the form of replacements but in addition to the existing station name signs. The signs that were in place in station windbreaks at the time were the original signs from when the branch opened in 1969 and were the prototypes for the KDR (which stands for Kennedy-Dan Ryan, the lines were they were tested) signage standard, which the CTA later adopted for the entire system. The KDR signs were left in place for the time being, with the new signs were installed in addition to the originals. The new signs were located on new white steel poles and brackets mounted on the median wall between the tracks and the Dan Ryan Expressway traffic lanes, thus placing them facing the platforms rather than on them. Placed only at Sox-35th and 95th/Dan Ryan at that time, they are being installed as part of the CTA's upgrading of those facilities to ADA-compliance.

Renovations inside the Sox-35th station house included a new reflective ceiling, new lights, new signage, and a new granite floor with an 8' x 10' Chicago White Sox logo mosaic with a stainless steel border, seen here on reopening day, April 4, 2003. For a larger view, click here. (Photo by Graham Garfield)

The station was further renovated in 2002-03 in conjunction with the Chicago Department of Transportation (CDOT) reconstruction of the the 35th Street bridge. During construction, Sox-35th's main entrance on 35th was closed temporarily and the 33rd Street auxiliary entrance was used to access the station. The 33rd entrance, which is normally only equipped with a High-Barrier Gate for farecard-only access (the auxiliary fare booth having been removed many years before), was upgraded with a new customer assistant's booth, turnstiles (relocated from the 35th Street entrance), new graphics, and a few other modest amenities. Customers who needed an elevator access used the Roosevelt/State station with the #29 State bus as an alternate service. Additionally, the #35 35th and #39 Pershing buses were rerouted and made service stops at the 33rd Street entrance. The change of service to the 33rd entrance was originally to have taken place Monday, October 21, 2002 -- and indeed the CTA did close the 35th entrance on this date -- but effective Wednesday, October 23, the main 35th Street entrance reopened because CDOT decided to postpone its project (apparently with late notice to the CTA ). Rather than inconvenience its customers for a delayed reconstruction project, the CTA decided to reopen the 35th entrance until CDOT rescheduled its rebuilding project. This remained in effect for only two days, with service shifting to the auxiliary entrance again on Friday the 25th when CDOT began their reconstruction project.

Station upgrades to the 35th entrance in the $1.5 million 2002-03 renovation included a new reflective ceiling with new fluorescent lights, troughs of indirect lights suspended from the ceiling along the outside walls, new signage, and a new granite floor with an 8' x 10' Chicago White Sox logo mosaic with a stainless steel border. The work also included improvements outside the station house, including the installation of a mid-bridge canopy over the crosswalk at 35th Street and the bus stops outside the station, a decorative fence and railing system along the sidewalks over the expressway, and an art canopy over the sidewalks. The canopies were constructed of steel and incorporated colored art glass.

The 35th Street entrance to the Sox-35th station reopened at 0530 hours, April 4, 2003, just in time for the White Sox's home opener against Detroit that afternoon. With the station completed, the #35 35th and #39 Pershing buses routes returned to their regular routes. At the same time, the 33rd entrance returned to an auxiliary farecard-only HBG entrance, with the temporary customer assistant booth removed and the turnstiles returned to the 35th Street station house. Although work inside the station was completed by opening day, work on the 35th Street bridge continued for several weeks. Crews worked finish installing the two architecturally detailed canopies to protect pedestrians and CTA users, one along the north side of 35th between LaSalle and Wentworth, the other across 35th Street. Other items later completed included new railings, lighting and a median planter.

As part of the 2002-03 renovations, a prototype, three-sides information kiosk was installed inside the Sox-35th main entrance, seen on August 1, 2003. For a larger view, click here. (Photo by Graham Garfield)

Officials unveiled the remodeled bridge over the Dan Ryan Expressway at 35th Street on July 14, 2003, completing the renovation project. The 35th Street improvements were completed in time for the Major League Baseball All-Star Game at Comiskey Park. As part of the project, the traffic signals at the intersections of 35th and LaSalle and 35th and Wentworth, as well mid-block on the bridge, were modernized. The reconstructed bridge over the expressway also features sign bands visible to motorists on the Dan Ryan that highlight two prominent community institutions: the White Sox and the Illinois Institute of Technology. The large, backlit signs draw added attention to the area's attractions.

Additional improvements were made inside the station in time for the All-Star Game as well. A new prototype information kiosk was installed in the unpaid area of the station house, a few feet inside the entranceway. The approximately seven-foot tall, three-sided kiosk has three large 27"x40" display windows which can be used to hold "L" system maps, CTA system maps, timetables, neighborhood maps, and other information. The stainless steel display case was topped with a black band with a white question mark, denoting its presence and function as an information center. This three-sided information kiosk was a second-generation outgrowth of a two-sided kiosk tested at Clark/Lake under the Frankle-Monigle signage test. Later variants of this design have been installed elsewhere on the system (including the Sox-35th platform in 2006), but as of 2007 this prototype remains at the 35th entrance.

On the platform, new red tabs were added to the Current Graphic Standard station name signs on the outside of the tracks. The old blank tabs were replaced with new red tabs with exit information in white letters and symbols. On each sign, one tab said "33rd " with a KDR arrow pointing to that exit and the other said "35th" with an ADA symbol and a KDR arrow.

The station and bridge improvements collectively cost more than $13 million and were funded by the Illinois Department of Transportation and the CTA .

 

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. (The improvements made to Sox-35th detailed above were an exception to the rest of the branch.) 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.

The 33rd auxiliary entrance bridge wad been removed just a few days before this March 28, 2006 view looking south from the 33rd Street bridge. The south end of the bridge, housing the escalator down to the platform, stands opened-ended, as if cut in half by a large knife, awaiting its new bridge. US Cellular Field is visible on the right. For a larger view, click here. (Photo by Graham Garfield)

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. However, because the 35th entrance to Sox-35th was significantly refurbished in 2003, work at that entrance was more modest, limited mostly to a new streetside facade with doors and windows to enclose the station house. The platform and 33rd Street entrance, however, were more fully renovated.

Sox-35th 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.

Effective Monday, June 20, 2005, the 33rd Street entrance was temporarily closed. The renovated entrance included brighter lighting, refurbishment of the elevated walkway and canopy, improved signage, and new benches. The entrance reopened on a temporary basis in Autumn 2005 during baseball games when the White Sox entered the playoffs and made it to the World Series, as well as for the Chicago Marathon.

The entrance was originally scheduled to reopen in late October 2005, but was initially delayed by having to reopen it for ballgames and the marathon. Later, while working on the bridge, the structure was found to be in worse shape than originally thought and it was determined that full replacement was necessary, requiring it to be closed for a longer period of time.

Renovation of Sox-35th is progressing, as seen looking north on March 28, 2006. With all of the plexiglas canopy "bubbles" removed, the steel canopy structure has been refurbished and primed. The new concrete platform deck poured, but the blue tactile edging has not yet been installed. Yellow spray-paint has been used to delineate the "safety zone" along the platform edge. The new stainless steel windbreaks are in various stages of installation. For a larger view, click here. (Photo by Graham Garfield)

During Autumn 2005, the original terrazzo platform flooring was removed from the remaining station platform. The White Sox paying in the 2005 World Series delayed Kiewit from getting access to Sox-35th station until after October 26 (when they won in Game 4) and, although Kiewit concentrated there for a couple weeks through mid-November to make up for lost time, winter set in before they could complete the work there. By December, only the northbound half of the platform completed; the southbound remained rough concrete sub-flooring. A wooden railing was installed down the middle of the station platform separating the finished and unfinished sides because their flooring was at different levels. Installation of the new concrete flooring on the southbound (west) half of the Sox-35th station platform was undertaken on March 11-12, 2006, requiring closure of that half of the platform and the institution of back-riding for southbound passengers to reach the station.

Work continued at Sox-35th throughout Spring 2006. The Sox-35th station temporarily closed for a weekend from 10pm, Friday, March 24 to early Monday morning, March 27, 2006 to allow contractors full access to the Sox-35th platform. Intense work was undertaken during this time, including refurbishment of the platform canopy structure, which required the erection of a large tent around the station platform to keep the dust and particulate nuisance under control. During the weekend, construction crews also demolished the pedestrian walkway from the 33rd Street bridge to the platform and renewed the track from 33rd Street to Cermak-Chinatown. During that weekend, a "linecut" was in effect -- severing, or cutting, the Red Line in two -- suspending rail service between Cermak-Chinatown and 47th stations. A bus shuttle provided service in between.

The reconstruction of the 33rd auxiliary entrance bridge had progressed to the point of the new structural framework being in place in this September 3, 2006 view looking southwest. Only the bottom few feet of the columns and their underground footings were salvaged; everything else was completely rebuilt. For a larger view, click here. (Photo by Graham Garfield)

By August 2006, new skylight canopy domes were being installed at all stations from Sox-35th to 87th. The station's canopy coverings were installed by the end of summer. Progress was made on the installation of new vertical access elements during summer, with installation at of the new escalator completed at Sox-35th by August.

By mid-November 2006, installation of new station platform canopy skylight "bubbles" was substantially complete at all stations in the project zone, from Sox-35th to 87th, inclusive. Installation of new escalators had been completed at the 35th entrance and was continuing at the 33rd auxiliary entrance. 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.

Construction continued during Winter 2006-07 on the new 33rd Street auxiliary entrance and pedestrian bridge. The bridge structure, floor decking, and roofing was complete by mid-November and the railings and other fittings were being installed. However, the Illinois Department of Transportation closed and demolished the 33rd Street bridge over the expressway as part of the Dan Ryan Expressway rehabilitation, so access to the auxiliary entrance was cut off during that time.

By the end of 2006, the renovation of Sox-35th station was substantially complete with only punchlist work remaining, with the exception of the 33rd auxiliary entrance, on which work continued into 2007. The finished station included the improvements listed above and, much like the original Kennedy-Dan Ryan project design by Skidmore, introduced several elements now standard at Dan Ryan stations (minus 95th/Dan Ryan and Cermak-Chinatown, which were not part of the project) including a new type of Customer Assistant booth (now also used in the renovated Brown Line stations), windbreak, and combination bench/sandbox. The station house and platform canopy received red bands as part of its new paint scheme, providing some color to the facility's exterior as well as line identification.

Also included as part of the graphics package were a retrofit of the existing station name signs mounted outside the tracks on the expressway sidewall, facing the platform. The frames on which these signs were mounted were modified to include 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.

The rebuilt 33rd Street auxiliary entrance reopened at 8am, Monday, April 2, 2007. The new pedestrian bridge features brighter lighting, new ceiling and wall tiles, and new escalator, and new signage.

 

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.

 

This view of the renovated Sox-35th station looking southwest from the LaSalle Street frontage road adjacent to 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 houses. US Cellular Field, home of the Chicago White Sox, looms in the background. For a larger view, click here. (Photo by Graham Garfield)


Sox-35th Station (1969-1999) | Sox-35th Renovation (2000-2003) | Dan Ryan Renovation (2004-present)


Sox-35th Station (1969-1999)

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The 35th Street end of Sox-35th, as seen from the Dan Ryan Expressway looking south. (Photo by Graham Garfield)

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The modern, Skidmore-designed entrance at 35th Street to the Sox-35th station, looking north on November 1, 2001. The entrance sign over the door and octagonal CA booth inside are new, installed as part of a Red/Blue Line station renovation contract that also included making the station ADA-complaint. (Photo by Graham Garfield)

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The island platform at Sox-35th, looking south on November 1, 2001. The flooring (save for the blue tactile edging), canopy, steel windbreak, and KDR signage is all original to the 1969 facility. (Photo by Graham Garfield)

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The 33rd Street Entrance to Sox-35th, looking south on November 1, 2001. Built as a manned auxiliary entrance with an agent's booth at platform level, it was closed and made exit-only in January 1973 as a cost-saving measure. With the introduction of farecards, 33rd became an entrance once again, albeit an unmanned one. Comiskey Park, home of the Chicago White-Sox, is in the background on the right. (Photo by Graham Garfield)

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A Sox-35th station symbol sign, which actually calls the station "35-Sox Park". (Photo by Graham Garfield)


Sox-35th Renovation (2000-2003)

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New Current Graphic Standard signage at the Sox-35th station on November 1, 2001. The new signs are located on new white steel poles and brackets mounted on the median wall between the tracks and the Dan Ryan Expressway traffic lanes, thus placing them facing the platforms rather than on them. The original signs on the platform windbreaks were left in place. (Photo by Graham Garfield)

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As recently as late March 2003, the new canopies over the sidewalk on 35th Street were merely a steel framework. By April 1, they were almost complete. (Photo courtesy of the Chicago Transit Authority)

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Workers labor to complete the concrete walls and other new features on the 35th Street bridge in late March 2003. Within just over a week, the station had to be ready to open for the first White Sox home game. (Photo courtesy of the Chicago Transit Authority)

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By April 2, 2003, an incredible amount of work had been completed in short order. The interior fittings were largely complete and nearly all of the new glass in the station house exterior curtain walls had been installed. The bridge decking, sidewalks, curbs and sidewalls were in, and all of the structural steel for the new canopies was in place. Although the station house would be ready for opening day two days later, several of the new amenities outside the station would not yet be ready, however. (Photo by Graham Garfield)

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The 35th Street bridge over the Dan Ryan Expressway, connecting the "L" station to Comiskey Park to the west and the Illinois Institute of Technology to the east, was modified to be made more pedestrian friendly. Although still unfinished on April 2, 2003, the structural steel is in place for the smaller, angled canopies over the sidewalks and for the larger one over the mid-block crosswalk and bus waiting areas in front of the station entrance in this view looking east. (Photo by Graham Garfield)

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While the 35th Street entrance was closed from October 2002 to April 2003, the 33rd Street entrance became the primary access point for the station. Looking southwest on April 2, 2003 with Comiskey Park in the background, the station's had its second farecard entrance signs replaced with primary entrance signage and a fleet of newspaper vending machines stand ready to serve travelers. (Photo by Graham Garfield)

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To serve the number of customers that would be coming through the otherwise ancillary 33rd entrance, the high-barrier farecard entrance gate that was normally at 33rd was removed in favor of turnstiles moved from the closed 35th entrance. A customer assistant booth, seen here on April 2, 2003, was also installed, since the CA position was moved from 35th to 33rd and 33rd's original agent's booth had been removed a couple years previous. Although the CA booth looks like the octagonal models seen at many new stations, it was actually fabricated by West Shops personnel using wood and stainless steel sheathing. (Photo by Graham Garfield)

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On reopening day, April 4, 2003, all of the important work had been completed: the station house refurbishing was done, the street decking was completed and lights were installed. In spite of the overcast and rainy day, the steel of the station house and mid-block canopy was freshly painted hospital white. Although the grating panels on the sides of the new sidewalk canopies have been installed, much work still needs to be completed on the sidewalk and mid-block canopies, including the installation of their roofing. (Photo by Graham Garfield)

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Upon the reopening of the 35th Street station house, the 33rd entrance of Sox-35th reverted to being a farecard-only auxiliary entrance. At about 1000 hours on April 4, 2003, the entrance signage has been replaced and the turnstiles and temporary CA booth have already been removed, but CTA crews are still reinstalling the high-barrier gate and surrounding metalwork. (Photo by Graham Garfield)

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The 35th St. bridge was rebuilt with median planters, canopy-cover sidewalks, and a mid-block postmodern canopy in front of the station entrance, seen looking east on August 1, 2003. (Photo by Graham Garfield)

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As part of the renovations, the rebuilt bridge features sign bands visible to motorists on the Dan Ryan that highlight two prominent community institutions: the White Sox on the west half of the span (nearest to the ballpark, in the bottom photo) and the Illinois Institute of Technology on the east half (nearest the campus, in the upper photo). The large, backlit signs will draw added attention to the area's attractions. Also installed were new station name sign tabs that denote the stop's two exits, all seen looking north on August 1, 2003. The new Comiskey Park is visible on the right. (Photos by Graham Garfield)

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The 35th Street entrance to the Sox-35th station has changed its appearance significantly since it was built, as this view shows looking north on August 1, 2003. (Photo by Graham Garfield)


Dan Ryan Renovation (2004-present)

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Over the weekend of March 24-27, 2006, the Sox-35th station temporarily closed to allow contractors full access to the Sox-35th platform. Intense work was undertaken during this time, including refurbishment of the platform canopy structure, which required the erection of a large tent around the station platform to keep the dust and particulate nuisance under control. With work trains lined up south of the station, crews are taking down the tent on the evening of Sunday, March 27, 2006, looking northwest, in anticipation of reopening the station for Monday morning. (Photo by Graham Garfield)

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Sox-35th station is seen in mid-renovation looking southwest from LaSalle and 33rd streets on March 28, 2006. The canopy is undergoing refurbishment and still lacks its plexiglas roofing, while the vertical access enclosure at the north end of the platform ends abruptly in midair, now lacking the elevated bridge to 33rd Street. US Cellular Field looms in the background. (Photo by Graham Garfield)

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This view looking north on the Sox-35th station platform on November 11, 2006 shows several elements from the station's 2005-06 renovation, including new concrete flooring, refurbished canopy structure and new skylight "bubbles", new signage, and new Dan Ryan-standard stainless steel seating and windbreaks . (Photo by Graham Garfield)

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The new 33rd auxiliary entrance walkway is getting closer to completion in this December 24, 2006 view looking northwest from LaSalle Street. By this point, the structure is completed, the flooring is in place, and railings and other fittings are being installed. One key ingredient missing: the 33rd Street bridge! IDOT has demolished the bridge for reconstruction as part of its expressway renovation, rending the entrance temporarily inaccessible to pedestrians. (Photo by Graham Garfield)

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The refurbished Sox-35th platform, seen looking west on December 24, 2006, shows many of its improvements, including the new platform flooring, refurbished canopy with new skylights, new signage including expressway-facing CTA logos, and Dan Ryan renovation-standard stainless steel windbreaks. (Photo by Graham Garfield)

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The renovated 33rd auxiliary entrance is seen looking south on April 1, 2007, the day before it reopened. The structure, fittings, signage, and fare control equipment have all been installed and the entrance would be activated in time for the White Sox 2007 home opener the next day. Construction fencing remained around the entrance because CDOT was still completing the reconstruction of the 33rd Street bridge over the Dan Ryan Expressway. (Photo by Graham Garfield)

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The new 33rd auxiliary entrance bridge is seen looking south on April 5, 2007 with the US Cellular Field, home of the Chicago White Sox, in the background. The renovated 33rd entrance featured a completely rebuilt bridge deck, roof, and fixtures. The renovated bridge is interesting in that the east elevation features a nearly-floor-to-ceiling glass wall, while the west elevation is open with a side railing. The rebuilt bridge also features new, brighter lighting, a reflective ceiling, and a new escalator. (Photo by Graham Garfield)

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Car 2318 is at the front of a 4-car train of 2200-series cars posed at Sox-35th on a CERA fantrip on November 18, 2012. The trip featured excursions on CTA's oldest and newest cars, the 2200s and the 5000s respectively. The 2200-series cars are at home at Sox-35th, as they were procured for the opening of the Dan Ryan line on which Sox-35th is situated, and their aesthetics were designed to harmonize with the Dan Ryan's modernist stations. The 2200s were being retired with the arrival of the 5000s, and would disappear from the system less than a year later. (Photo by Graham Garfield)