The Chicago/State northbound subway platform, looking south. Each station in the State Street Subway had a special color, picked up in the station's decorative accents. The green border on top of the tile wall demonstrates Chicago's. (Photo by Graham Garfield)

Chicago (800N/0E-W)
Chicago Avenue and State Street, Gold Coast (Near North Side)

Service Notes:

Red Line: State Street Subway

Accessible Station

Owl Service

Quick Facts:

Address: 800 N. State Street
Established: October 17, 1943
Original Line: State Street Subway
Previous Names: none

Skip-Stop Type:


Rebuilt: 1999-2001
Status: In Use


Chicago is one of a handful of stations built as part of Route 1 of Chicago's Initial System of Subways -- more popularly known as the State Street Subway -- north of downtown that followed the aesthetic design of the downtown stations but differed in layout. Identical to Grand one stop south, Chicago featured a mezzanine-level fare control area below the street intersection and dual side platforms as opposed to the island platforms more typical elsewhere in the Initial System of Subways.

The Chicago mezzanine on August 30, 1971, looking much as it did when it opened, including the gray structural glass walls, radio black marble-faced columns, concrete floors and ceilings, and stone-clad agent's booth. For a larger view, click here. (CTA Photo, Graham Garfield Collection)

The architecture of the station, described at the time as of a "modern design", was streamlined Art Moderne with some Art Deco elements, simple and austere compared to earlier subways in New York, London, Paris or other systems but very much in the style and fashion of the period in which it was designed. An informational book published in October 1943 by the Department of Subways and Superhighways entitled Chicago Subways, describe the stations this way:

Utility and beauty are blended in the modern design of mezzanine stations. Fluorescent lighting, used for the first time in any subways, provides unexcelled illumination without shadows and glare. The concrete walls of the mezzanines are covered by structural glass, and floors are red non-slip concrete.

At street-level, the entrances were very simple, consisting of stairs down from the sidewalk surrounded by simple tubular railings with a smooth identification pylon at the back with Deco rings around the top. There were stairs at each of the four corners of the intersection of Chicago and State. The fare controls were at a lower mezzanine level beneath the intersection. The station mezzanines had broadly curving walls, which served to both reinforce the Moderne, streamlined architectural style employed in the Initial System of Subways stations as well as to direct passenger flow through subtle design cues. The walls were clad in gray structural glass and the relatively open mezzanine was punctuated by a row of black marble-faced structural columns dividing the paid and unpaid areas. The floors and ceilings were smooth concrete, red for the former and a neutral color for the latter. The fare control booth was made of stone walls with a small ventilation grate near the bottom and glass windows on all four sides, allowing for maximum visibility of the mezzanine for the station agents. Unlike the lozenge-shaped, angled Deco-style booths of the downtown stations, the four stations north of downtown (Chicago included) had square-shaped booths. The original turnstiles were steel, with a number of self-serve coin-operated models for efficient traffic circulation. The mezzanine also had several amenities for the use of passengers, such as public phones, lockers, restrooms, and concessions. A set of stairs and an escalator connected the mezzanine to each side platform.

The dual side platforms had red no-slip concrete floors. The back wall of the platform featured off-white glazed ceramic block. This finish extended up about seven feet and was topped with a colored tile border. The station name -- "CHICAGO & STATE" -- was inset in the tile wall. Unlike some of the more ornate subways in other cities, the walls along side the tracks in the stations were left as unfinished concrete rather than tiled. The platforms had curved, barrel-vaulted concrete ceilings, one vault over the platform and another over the tracks, creating a soffit where they met along each platform edge. A row of I-beam steel columns supported this soffit and lined the platform edge. To aid in station identification, each station had a color scheme that was used in the accents like the tile borders, platform column color, and signage lettering and background. The colors blue, red, green, and brown were rotated in sequence beginning up at North & Clybourn. Chicago's accent color was green. A specially-designed Futura typeface was used throughout the subway on metal, tile, and backlit glass signs. Fluorescent lights and illuminated station signs hanging from the ceilings finished the decoration.


Plans to Renovate Chicago Go Unrealized

On Friday, May 7, 1982, Mayor Jane Byrne announced the Subway Renovation Program. Encompassing both the State and Dearborn Street Subways, the renovation program included the continuous platforms on State between Lake and Congress and on Dearborn between Randolph and Van Buren; the 14 mezzanines along these platforms; and the four pedestrian passageways connecting the State and Dearborn Subways. In addition, mezzanines and platforms would have been renovated at Chicago, Grand, Harrison, and Roosevelt on State and the Lake Transfer and LaSalle/Congress stations on Dearborn.

At the mezzanines, the existing facilities were to be stripped back to their basic structural shell and completely renovated with gray granite panels with stainless steel accents. New fare collection facilities, lighting, flooring, and column coverings were also to be installed. A uniform system of signage and maps would be provided and facilities for the enhancement of passenger security would be incorporated. Amenities such as telephones and concession areas would also have been provided as appropriate. At the platform level, new lighting, flooring, wall, ceiling, and column treatments would have been provided. Stairways and escalators from the platforms to the mezzanines would be replaced or renovated in kind. Signage, maps, benches, and concession facilities will be compatible with those developed for the mezzanine.

Renovation began Tuesday, May 25, 1982 at the Randolph/Washington fare control mezzanine level on both the State and Dearborn subways. Work was later completed at Washington-Madison/Dearborn (1983) and both Adams/Jackson mezzanines (1991). The project never moved beyond this and work was never undertaken Chicago under this program.


Station Renovation

An artist's conception of the refurbished platform, looking toward the trackside wall. For a larger view, click here. (Image by Skidmore, Owings & Merrill LLP and Steinlamp/Ballogg Photography)

Chicago was indeed eventually remodeled, but rather than in the gray granite of the Byrne-era project it was reclad in the colorful Art Deco style of the new Roosevelt/State. Work was completed by the City of Chicago's Public Works Department in cooperation with the CTA . On June 14, 1999, crews closed State Street from Chicago Avenue to Superior to begin renovation work at the station. The station will remain open through the construction (a change from previous reports) and is expected to be complete in August 2000. The $23 million renovation will add 10,000 square feet of additional space in the mezzanine and will make the station ADA compliant. The reconstruction includes new wall treatments (green/blue tile with red accents and the silhouette of skyscrapers), new tile floors, new fluorescent lighting, modern up-to-date station signage, and new stainless steel fare controls.

By August 2000, the new red terrazzo flooring has been installed nearly everywhere in the mezzanine and on the platforms. For a while, the CTA closed the original stairways and escalators and rerouted passengers to newly-constructed ones. Work continued on the platform wall tile, although some areas were by then exposed to the public. The fare controls were moved around several times, presumably because of some work the contractors had to do. Two of the four stairways from the mezzanine to the street were closed; riders could only exit onto the south side of Chicago Avenue now, to either side of State Street.

As of January 2001, more of the platform walls had been tiled and stainless steel coverings had been installed along the underside of arch where the columns meet the ceiling near the edge of the platforms. The expanded mezzanine was fully opened up and the increase in interior space -- over twice as large as the original mezzanine -- is instantly noticeable. There is space there for a concessionaire, though it was unoccupied for the duration of construction. The wall tile in the expanded mezzanine area was also complete and there were what appeared to be some sort of electronic signs near the hallways the new stairs, but standard directional signage covered them. The new stairs and escalators from the mezzanine to the platforms were all in operation, as were some new stairs and escalators between the street and mezzanine. When completed, elaborate decorative kiosks will shelter the street-level accessways. Work continued on the old section of the mezzanine and the center sections of the platforms.

Above Left: The wall tile on the ends of both platforms was complete by September 2000 and revealed to the public. Click here for a larger view. (Photo by Graham Garfield)

Above Right: Newly tiled wall at the north end of the southbound platform in March 2001. The new tiled ceiling and colorful decorative designs can be seen here. For a larger view, click here. (Photo by Graham Garfield)

As of March, the new platform finishes continued to march toward completion. The arched ceiling over the platforms received a tile finish where the sidewalls have been completed. The tiles are small 1" x 1" squares, mostly white. There are designs along the border between the ceiling and the wall executed in blue, yellow, and red with red "C"s spaced at regular intervals. The platform I-beam columns were painted silver and the bracketing for new florescent lights and light shades/covers had been installed along the underside of arch where the columns meet the ceiling near the edge of the platforms. One of the new stainless shade/florescent light sections had been installed between two columns at the north end of the southbound platform and, combined with the white tile ceiling, it projects a tremendous amount of light onto the platform. These lights increase the amount of platform illumination markedly.

The west half of the station mezzanine was closed off in March 2001 to allow the application of the tile finish. As a result, the center stairs between the mezzanine and the southbound platform had to be closed off. The new tiled platform walls were completed on most of the northbound platform, at the north and south ends. Only the section at the center had yet to be completed. On the southbound platform, the new tiling was completed at the extreme north and south ends of the platform only. Unfortunately, it was not part of the Chicago Department of Transportation's plan to tile the trackside wall and arched ceiling over the tracks. It merely received two coats of sealer and white paint so that new signage and advertising panels could be installed on the outer wall.

The west half the mezzanine and part of the east half remained blocked off in May for wall tile and elevator installation. The center area remained walled off with plywood while stair and wall reconstruction continues. The new stairs at the south end of the platform were complete and include an attractive red tile ledge at platform level with decorative steel bars and highlights (see photo below). The southbound platform was less far along. Although the new stairs and escalator were also in service, more of the platform walls were behind plywood, including the center section, part of the north end (near the center) and the extreme north end of the platform. This platform did, however, have one of the new fluorescent light panels installed at the north end of the platform. The trackside walls on both sides had been painted and sealed and both sides also had metal brackets installed that would hold on the new signage/advertisement panels.

By June 2001, several significant advances were made in the Chicago/State renovation project. The majority of the west side of mezzanine had been opened up, revealing the significantly enlarged station fare area. The enhancement was instantly noticeable, as the mezzanine is brighter and airier, thanks to new lights, tiles, and stainless steel equipment. Most of the walls had been re-tiled and several new Transit Card AVMs were in operation on the west wall. None of the new elevators were yet operational, however, and much of the east side of the mezzanine remained covered as work there continued.

Above: Decorative entrance canopies, similar to but distinct from those on State Street, make the street entrances noticeable and handsome. Looking west on the northeast corner on May 8th. For a larger view, click here. (Photo by Graham Garfield)

Below: Looking north up the NB platform on July 17, 2001., showing the granite flooring, brown soundproofing panels, and new CDOT station name signs. For a larger view, click here. (Photo by Graham Garfield)

At track level, more of the platform walls were revealed as the tiling work continued. The new under-arch lights were being installed along the platform edge. The new soundproofing panels with space for new signage and advertisements had begun to be installed on the trackside wall. They are currently brown; whether this will be the final color (a color, keep in mind, that is found no where else in the station design) is unclear. All of the platform-to-mezzanine stairs -- the two originals and two new ones -- were all open, as were the two escalators.

At street level, attractive new stairway entrances were being installed that not only improve aesthetics but also visibility. They are reminiscent, though distinctly different from the ones on State Street. There are two types that had been installed thus far. On the northwest corner of State and Chicago, a smaller entrance with two globe-light posts but without a canopy is in place. These stairs were reopened effective June 2, 2001. On the same date the northeast stairs were temporarily closed for some final work and reopened on June 4th. Here, a larger more ornate entrance with a vaguely Art Nouveau feel that covers the full width of the stairs and escalator is in place. On the same date, the southeast stairs and escalator were closed for final refurbishing work and should emerge with an entrance canopy similar to that found on the northeast corner.

By July 2001, work was progressing, though some of the improvements may not have been immediately evident to the public. The east 1/3 of the mezzanine was still partitioned off -- and a small part of the west half -- with plywood walls, concealing the additional work that is being done on the mezzanine and the elevators. Likewise, the central portion of the side platforms are also still walled off so that work on the new elevators can be finished.

Despite all of the behind-the-scenes work, plenty of visible progress has also been made at all three levels of the station. At street level, the kiosk housing the elevator to the mezzanine had been installed. Located on the southwest corner of Chicago and State, it takes the place formally occupied by a fourth staircase from the street to the mezzanine. The kiosk is painted gold and molded in a vaguely Art Nouveau style, similar to those found on State Street in the Loop.

Only a bit more work is visible in the mezzanine. A new CA booth with TransitCard turnstiles on both sides has been installed. The original staircase to the northbound platform was blocked off for final work, as were all three elevators. At platform level, only the central sections were still behind plywood walls. On some portions of the platform-side walls, new station name signs have been installed. These signs (pictured below) are interesting for several reasons. The CTA provided artwork for all the station's signs to CDOT, who is actually responsible for the station's fabrication and construction. Somehow (whether consciously or unconsciously), CDOT altered the font of the signs from the vibrant and easily readable Helvetica Medium font that the CTA uses into something thinner and harder to read from a distance. Thus, the signs are not uniform to the CTA's current graphic standard for signage. Like new signs at Rosemont and Grand/Milwaukee among others, the new Chicago signs also have a graphic in the colored tabs at the ends; this time, it is a silhouette of the Water Tower, with the words "Magnificent Mile" in stylized letters. The north end of the southbound platform has also had one of its AV signs installed. Additionally, the entire southbound platform has had the stainless steel light troughs installed on the underside of the arch colonnade at the platform edge.

Above: The new fare controls at Chicago, looking northeast in the paid area of the mezzanine in early October 2001. In the center is the new CA booth, with TransitCard turnstiles on either side. The right side has more turnstiles than the left, with the additional gates staggered further into the paid area, on the far right. For a larger view, click here. (Photo by Graham Garfield)

Below: The northbound platform, looking south, with all tiling, lighting, painting, and signage in place on November 1, 2001. For a larger view, click here. (Photo by Graham Garfield)

By early November 2001, work at Chicago/State was now nearly complete. Plywood walls, which concealed additional work that was being done on the mezzanine walls, stairs, and elevators, had been removed, with all wall and floor surfaces of the platforms completed and visible. The platforms have three AV signs each suspended over the platform, one at each end and one in the middle. The I-beam columns on both platforms received a fresh coat of silver paint. The last of the platform signage, including symbol signs; elevator, stair, and escalator signs; and various other auxiliary signs had been installed, though most of them are incorrectly made. Like the station name signs described above, the CDOT-produced symbol and other signs use a much thinner (and harder to read) type that is similar but clearly different from the CTA standard.

The mezzanine was also substantially complete, with all of the wall tiling,, flooring, lighting, signage, fare controls, and high-barrier gating installed. Pay phones had been installed in the paid area to the right of the (as-yet unoccupied) concession windows, near the escalator to the southbound platform. Also recently installed were braille-tactile signs for the visually impaired. Effective September 22nd, the southeast stairs and escalator from the street were completed and permanently reopened. At the same time, the northeast stairs to the street were closed for final work and reopened a short time later. In late September, the north (and original) stairs to the northbound platform were still closed for renovation, while the south stairs to the southbound platform were temporarily closed for final work; they were reopened in early October. Meanwhile, the north stairs to the northbound platform remained closed until the first week of November, when they were finally completed and reopened for use. Interestingly enough, none of the mezzanine-level signage (with the exception of the just-installed elevator signs) suffer from the same font discrepancy as the platform-level signs.

The elevators from each platform to the mezzanine -- and the elevator from the mezzanine to the street -- were installed and finished, but are not yet in operation, They represented the last major piece of the project and with their inauguration of service in mid-November 2001, the station project was substantially complete. Also installed in the final phase of work are eight murals by Chicago artist Laura Mosquera on the platform tunnel walls. These murals -- included at the "urging" of the mayor's wife, Maggie Daley, according to sources -- are printed in vinyl sheets (which will be problematic when the subway power-washers come through) and installed in brackets below alternating station name signs on the trackside wall.

The Chicago subway station renovation project was completed in mid-November 2001. Mayor Richard M. Daley unveiled the new, renovated $28 million station subway station at Chicago/State -- up $5 million from the $23 million price tag given in 1999 -- on Thursday, November 15, 2001.

"The Chicago/State station is the gateway to one of the world's premier shopping, hotel and restaurant districts - along with thousands of offices, apartments and condos," Daley said at a dedication ceremony. "It's now the fourth busiest station in the entire CTA system. This station's 13,000 daily customers deserve a modern, attractive station - and that's what they're getting, thanks to the Federal Transit Administration and Governor George Ryan's Illinois FIRST program."

The Museum of Contemporary Art and the Greater North Michigan Avenue Association adopted the station under the CTA's Adopt-A-Station program, designed to create rail stations that reflect the history and diversity of Chicago and its communities, and contributed the murals by Laura Mosquera.

Also attending the news conference were CDOT Commissioner Miguel d'Escoto, Joel Ettinger, Regional Administrator of the Federal Transit Administration; Frank Kruesi, President of the CTA ; Jim Reilly, CEO of the Chicago Convention and Tourism Bureau; Russ Salzman, President and CEO of the Greater North Michigan Avenue Association; and Robert Fitzpatrick, Director of the Museum of Contemporary Art.


Recent Developments

In September 2004, Dunkin' Donuts, the coffee and baked goods chain, broke ground on seven new concessions in CTA stations around the "L" system. One such new concession was located at Chicago station. "This is the first major concerted effort to open a significant number of Dunkin' Donuts stores in CTA stations," said Mike Lavigne, director of development for Dunkin' Donuts. All new Dunkin' Donuts /CTA station stores were scheduled to be full-service. The new concession opened in 2005.

On June 6, 2005, the CTA launched a pilot program at eight rail stations (as well as on 10 of its wide-door Nova buses) to help speed boarding for customers by dedicating one turnstile as an express fare payment lane (called a "Go Lane") for those paying with either Chicago Card (regular or Plus) smartcard fare media. The dedicated lanes are identified by signs over the turnstile and on the floor in front of it. The eight selected rail stations in addition to Chicago were Howard, 79th and 95th/Dan Ryan on the Red Line; Jefferson Park on the Blue Line; and both the Thompson Center and 203 N. LaSalle entrances to Clark/Lake, the Randolph-Washington mezzanine of Washington/State, and the Randolph-Washington mezzanine of Washington/Dearborn downtown. CTA chose these stations because they are geographically balanced and serve a high volume of customers who transfer between bus and rail.

The pilot was conducted to determine if providing a dedicated turnstile at stations would help to speed boarding and, therefore, speed service. The pilot also provided an additional incentive for customers to switch to Chicago Card fare options. The faster and easier the boarding process, the more the transit experience is improved for existing customers. Faster boarding also helps to attract new customers.

CTA monitored the Go Lane boarding times during morning and evening rush periods to measure time saved during boarding, as well as the ratio of customers using electronic fare media compared to cash or transit cards. Customer reaction and ease of use were also evaluated as part of the pilot to determine whether use of Go Lanes should expand.

In 2006, as part of a signage upgrade project on the Red Line, Chicago station received granite compass roses inset into the sidewalk in front of the station entrance to assist customers leaving the station to navigate their way, and three-sided galvanized steel pylons in the station house and on the platform to display maps and station timetables.

Chicago is the station for Loyola University's Gold Coast campus and also serves Water Tower Place, the North Michigan Avenue shopping district, and the Gold Coast.


The expanded mezzanine provides a much more spacious atmosphere in this view looking southwest on December 21, 2000. The reconstruction projected created 10,000 additional feet of space. For a larger view, click here. (Photo by Graham Garfield)


Original Chicago station (1943-1999) | Renovated Chicago station (1999-present)

Original Chicago station

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All of the mezzanines in the State Street Subway received plaques when they opened in 1943. They listed those from the City government and those from the Federal government (it was, after all, a WPA project) responsible for the construction of the subway. The plaques at Chicago/State will be saved, even after the station is remodeled. (Photo by Graham Garfield)

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Looking down the southbound platform of Chicago/State. When the CTA put up new station signs in the 1970s (like as seen in the top photo), they put them over the inset tile signs on the subway walls. But since the new, shorter "Chicago" signs didn't totally cover the old, longer "Chicago & State", a tan metal plate was placed over the overhang. Here, the Chicago sign is gone, revealing the old tile sign, but the overlap plate remains. (Photo by Graham Garfield)

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The design of this "KDR"-style symbol sign from the southbound platform at Chicago is typical of this type and vintage: large first letter of the station name with the full name under it; a "KDR arrow" pointing in the direction of travel with the direction and destination in the middle; and the skip-stop station type at the bottom. The color is also standard -- in the KDR signage system, blue backgrounds were for 'AB' or All-stop stations. This sign was heavily scratched up during its service life -- it was more susceptible to this type of vandalism because unlike most signs of this era outside, which were porcelain enamel on steel (a very hearty material), this is was screened (painted) on aluminum, probably made in-house by the CTA Paint Shop, a material that is easier to deface. (Sign courtesy of Bill Wulfert)

Renovated Chicago station

A sign posted in the mezzanine, announcing that the Chicago renovation is partially funded by the Federal Transportation Administration. Signs like this are posted at all FTA projects, lest the public be mistaken about who's really funding such endeavors... (Photo by Graham Garfield)

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By August 1999, the mezzanine of the Chicago/State station was beginning renovation. The old agents booth and appliances are being removed. Next, the walls and floors will be stripped down and new surfaces applied. (Photo by Graham Garfield)

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The new stairs and escalators to the platforms are open. In addition to the illuminated sign in the hallway, the sign on the right covers some kind of additional electronic sign. (Photo by Graham Garfield)

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An artist's rendition of the new decorative enclosure the will surround the stairs and escalators at street level. (Image by Skidmore, Owings & Merrill LLP)

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A detail of the tilework in the ceiling arch near the top of the newly tiled platform wall. There are "C"s -- for the "Chicago" station -- at regular intervals. (Photo by Graham Garfield)

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The Chicago mezzanine in the paid area, looking west toward the stairs to the SB platform. The new concession area is on the left, the walled off part of the mezzanine is on the right. (Photo by Graham Garfield)

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One of the many temporary fare control configurations at Chicago/State, this one looking north on May 5, 2001. The turnstiles are staggered so that the same number can be fit in while sections are walled off for extensive work. (Photo by Graham Garfield)

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Metal brackets for the new signage and advertisement panels have been installed on the trackside walls of both side platforms, looking south on the SB platform on May 5, 2001. (Photo by Graham Garfield)

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The Chicago mezzanine, looking east toward the stairs to the NB platform on May 5, 2001. New public phones and A/V message panels are visible here. (Photo by Graham Garfield)

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The finished tilework at the new stairs on the NB platform on May 5, 2001. Note the attractive red tile stair ledge with decorative stainless steel metalwork. (Photo by Graham Garfield)

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The new wall and ceiling tiles, granite floor, and silver I-beam columns on the Chicago/State northbound platform, looking north on May 5, 2001. (Photo by Graham Garfield)

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Looking north up the NB platform on May 8, 2001. The tile work is nearly complete and the under-arch lights (left) are being installed. (Photo by Graham Garfield)

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Decorative tile- and metalwork make the new stairs bright and attractive. Looking on the northbound platform May 8, 2001. (Photo by Graham Garfield)

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The entrance on the northwest corner of State and Chicago to Chicago station, looking east on May 8, 2001. While it is less elaborate than the entrances on the northeast (below) and southeast corners, it still contains many decorative elements like the globe lights, molded railings, and ornamental lettering. (Photo by Graham Garfield)

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The newly expended mezzanine is both airy and bright, looking SE on May 8, 2001. Sections are still walled off while work continues. (Photo by Graham Garfield)

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Trackside wall coverings will resembles those in place in the Loop and at Roosevelt. Panels have already started to be installed, looking south on the SB track on May 8, 2001. (Photo by Graham Garfield)

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The platforms are nearing completion, looking south on the SB platform on July 17, 2001. Note the installation of the name signs, AV signs, and stainless steel light trough (upper left). (Photo by Graham Garfield)

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The Chicago mezzanine, looking southeast at the stairs to the NB platform on July 17, 2001. The directional sign under the AV sign is an experimental one that was up for only 15 minutes so that documentation could be done for analysis. (Photo by Graham Garfield)

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The Art Nouveau elevator kiosk on the southwest corner of Chicago & State. It is still fenced off and out of service, looking east on July 17, 2001. (Photo by Graham Garfield)

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The northbound Chicago subway platform, looking south from the north end in early October 2001. With the renovation nearly complete, the station name signs, overhead exit and directional signs, and AV sign are finishing touches that show the project is in the final stretch. The yellow sign taped to the wall on the left is a Customer Alter posted by CTA , describing a temporary facility alteration as part of the construction project. (Photo by Graham Garfield)

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The nearly-completed northbound platform at Chicago, looking north near the south stairs to the mezzanine in early October 2001. Recently installed here are the overhead signs and the station timetable on the right. At his point, the platform's renovation is nearly complete. (Photo by Graham Garfield)

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The newly-installed stainless steel light troughs at the south end of the northbound platform, looking south in early October 2001. The trough increases illumination on the platform by not only casting light directly down, but also by casting indirect light upward onto the new tiled arched ceiling. (Photo by Graham Garfield)

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A close-up of the Art Nouveau leaf pattern on the sidewall panels of the street entrance kiosks on both sides of Chicago Avenue, on the east side of State Street, in early October 2001. (Photo by Graham Garfield)

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Station name sign and "Maggie Daley" mural (advocated for and encouraged by the wife of Mayor Daley) on the trackside tunnel wall on November 1, 2001. (Photo by Graham Garfield)

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The platform-to-mezzanine elevator on the northbound platform, nearly complete on November 1, 2001. (Photo by Graham Garfield)

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Finished Art Nouveau entrance kiosks, looking northwest on Chicago Avenue on November 1, 2001. (Photo by Graham Garfield)

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Looking north from the passage to the south stairs to the southbound platform at the elevator being completed on November 1, 2001. (Photo by Graham Garfield)

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Looking south on the southbound platform at the tunnel soundproofing panels, signage, murals, and a departing Red Line train on November 1, 2001. (Photo by Graham Garfield)

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New CDOT-produced symbol sign on the southbound platform, using an incorrect typeface, on November 1, 2001. (Photo by Graham Garfield)