Left: The original bungaloid Kimball station house, looking southeast on the corner of Kimball and Lawrence in 1971. The design was unique, although it shared characteristics with Kedzie and Linden. For a larger view, click here. (Photo from the CTA Collection)

Right: The current Kimball station, looking southeast at the same location on January 25, 2007, following a four-month renovation. The low-slung modern glass and steel station is utilitarian in ornamentation, following the "open plan" design. For a larger view, click here. (Photo by Graham Garfield)

Kimball (3400W/4800N)
Kimball Avenue and Lawrence Avenue, Albany Park

Service Notes:

Brown Line: Ravenswood

Accessible Station

Park'n'Ride: 70 spaces

Quick Facts:

Address: 4755-57 N. Kimball Avenue
Established: December 14, 1907
Original Line: Northwestern Elevated Railroad, Ravenswood branch
Previous Names: none

Skip-Stop Type:


Rebuilt: 1974, 2006-07
Status: In Use


This circa 1915 view of the Kimball Avenue terminal shows just how rapidly the community had developed in a few short years. In the right background is the inspection shop which could handle only two cars at a time. Recently-delivered Baldie 4000-series cars are stored in the yard. For a larger view, click here. (Photo from the Krambles-Peterson Archive)

When the Northwestern Elevated Railroad built its Ravenswood branch in 1906, Kimball was selected as the terminal for the line. When the line and station were built, the neighborhood was underdeveloped to say the least. By 1912, the area around the terminal had gained a rapidly growing residential community and by the late teens, a thriving commercial district had sprung up around Kimball and Lawrence. Today, the commercial district still exists.

The Kimball station was put into service December 14, 1907, seven months after the rest of the line. The structure was designed by architect Arthur U. Gerber, a veteran of "L" station designing. The bungaloid structure featured massive, low-pitched, half-timbered gables. Gerber later designed an identical building for the Linden terminal of the Northwestern Elevated in February 1912, but it was rejected. Initially, shuttles were run from Kimball to Loop-bound trains as Western, which had served as the temporary terminal. In 1909, rush hour expresses were run to the Loop from Kimball. Originally, the station featured a single island platform, served on the west by a stub track and on the east by another track that looped back to allow easy dispatching without changing ends. Later, this loop was removed and shortened to another stub serving the island platform. A third lay-up track and a side platform were later added to the east of the other two station tracks.

The interior of Kimball station is seen looking south on November 2, 1971, only a couple years before its reconstruction. The original decorative agents' booths -- originally varnished wood, later painted -- are still in place. Many considered the old station house cozy and intimate, but others felt it was dark and uninviting. Note that there are no turnstiles. This was not unheard of at stations as late as the 1970s. For a larger view, click here. (CTA Photo, Graham Garfield Collection)

Several changes were made to Kimball Terminal during the first two decades of CTA operation of the "L" system. Kimball station featured one of CTA's early park'n'ride lots, designed to allow riders to drive to the station and park, then ride the "L" for the rest of their journey, a recognition in the post-World War II era of the auto's mounting dominance. On December 10, 1954, an unmanned entrance-exit turnstile to the new Kimball parking lot began operation, although the lot was not yet open. The Kimball park'n'ride lot was opened for public use on March 7, 1955. The lot was paved with asphalt and cinders, with railroad ties used for parking bumpers. The Kimball lot was the first CTA park'n'ride facility that charged a fee. The others existing at the time -- at Desplaines, 54th Avenue, and Linden -- were free to use (though they too would later levee a fee). Motorists entered from Lawrence Avenue and deposited 25¢ in coins (no pennies) in a coin box at the entrance gate, which would lift and allow entry. To exit, riders could either deposit another 25¢ in the box, or they could purchase a special parking token from the Kimball station agent for 15¢. The tokens different from fare tokens, were 23mm in diameter, about .090" thick over the rim (thicker than fare tokens), were not perforated as fare tokens were, and were minted specially for the purpose. The lot was encircled by a cyclone fence and had space for 123 automobiles. Some yard tracks were removed and others reconfigured to make room for the lot, which was within the yard area. The lot was later reconfigured, with another lot along the Lawrence Avenue sidewalk added, and completely paved. It's capacity was also lowered to 70 cars.

In 1963, the CTA rebuilt the interlocked crossovers at the entrance to Kimball station. The old mechanical interlocking plant was replaced with an all-electric interlocking machine, which was placed in service on September 2, 1963. A new brick tower was built as part of the project.


Open Plan Reconstruction

By the early 1970s, the Kimball terminal was aging and targeted by CTA for renovation. The station, although historic and somewhat charming in its quant Craftsman design, was relatively small and had been modified several times over the decades. It's solid walls, small windows, and alcoves inside also made it seem outmoded and unappealing to some riders.

Therefore, in spite of budgetary woes that were forcing fare increases and service reductions during the same period, the CTA decided to rebuilt the terminal. The CTA decided to replace the 1907 stucco-clad station house with a new steel and glass "open plan" station in the same mode as the Dan Ryan and Kennedy stations designed by Skidmore, Owings & Merrill and recently opened in 1969 and 1970, respectively. These stations -- whose design goals included improved visibility and security, ease of cleaning, and more comfortable working conditions for CTA employees -- were considered the latest, most modern concept in station design at the time.

Just a few days before the fare controls came into use, CTA personnel are installing turnstiles in the new Kimball station looking west on September 11, 1974. The open plan design of the new station is evident. For a larger view, click here. (CTA Photo, Graham Garfield Collection)

Construction of the new Kimball terminal began on October 1, 1973. The new station consisted of a new station house on the site of the old facility and a new trainroom and clerk's office for the trainmen. The trainroom and certain other walls were executed in tan brick, but the fare control area was enclosed by full-height glass curtain walls framed by white-painted steel. The open plan station had no front or rear doors. Unlike the Kennedy-Dan Ryan stations, overhead lighting was recessed into a plastered ceiling. Ticket agent booths and fare controls were stainless steel.

The reconstructed station included new island platform projecting southward from the fare control area (a third side track was also present, but the side platform servicing this track was not result as part of the project). The platform featured a concrete deck with clay tile edging, a rectilinear box-frame steel canopy supported by a center row of columns painted white with a plaster ceiling and recessed lights, and stainless steel windbreaks and benches.

The intent of the station was to be open and uncluttered, with brightly lit interior spaces, durability, safety, and maximum efficiency of movement. The new station included "a ramp for persons finding it difficult to climb stairs and a waiting room with infrared heating fixtures," according to CTA Transit News. The terminal was adjoined to a park'n'ride lot that accommodated 211 cars. The number of cars the park'n'ride lot could accommodate would fluctuate over the years, eventually decreasing due to yard expansions and other modifications to the terminal.

As construction progressed, on January 22, 1974 the fare controls were temporarily relocated onto the platform to allow the station house to be demolished. During construction, the island platform was also closed so that it could be reconstructed, with trains utilizing the side platform and lay-up track.

The new Kimball station house opened for passenger use on August 15, 1975, with the new fare controls coming into use a month later on September 13. Dedication ceremonies for the new Kimball terminal -- called "the newest thing in Chicago transportation terminal" in CTA Transit News -- were held on October 23, 1974. The ceremony was attended by CTA Chairman Milton Pikarski and Vice Chairman James Quinn; government and community leaders including Representative Frank Annunzio and Deputy Mayor Kenneth W. Sain; and Professor Jerald Jacquard, sculptor of Space Junction of Energy, a sculpture included in the new station. A concert by the Roosevelt High School band preceded the speaking program. The CTA's Historic Train, cars 4271-72, made a special trip from the Merchandise Mart to Kimball carrying dignitaries for the ceremony.

A view of Space Junction of Energy, showing its context within the rest of Kimball station, looking south. For a larger view, click here. (Photo by Graham Garfield)

At the dedication, Chairman Pikarski declared, "Construction of the terminal represents another major step in the ongoing program to renew and modernize our public transportation system."

As part of the new station, a theme piece sculpture-in-steel called Space Junction of Energy by Jerald Jacquard, associate professor of art at the Chicago Circle campus of the University of Illinois, was installed and provided the theme for CTA's modernization of the terminal. This site-specific sculpture was integrated with the system of ramps and stairs that links the station house with the platforms, and was an excellent example of the successful integration of public art with the design of a transit space. Space Junction of Energy was the first specially-created artwork designed for and installed in a CTA rail station.

Said Jacquard at the opening ceremony, "It represents a paradox -- cubes through space. As one walks around the work, it becomes an energizer for the mind."

Jacquard said the artwork was chosen for the station when an architect who was connected to the Kimball renovation project spotted his piece and recommended it to the CTA, which was looking to fill a space created by handicapped accessible ramps. Today, art installations are included in nearly all of CTA's station construction and renovation projects.

Circa 1990, the maintenance shop in Kimball Yard was rebuilt. The shop was adjacent to the lay-up track and side platform, so these were reconstructed as part of the project. Upon completion, Kimball station featured a new concrete deck side platform in addition to the 1974-built island platform, although the side platform continued to typically only be used for lay-ups or during rush hour. The back wall of this platform was the west elevation of the shop building. A switchmen's ready room was included at the far south end of the side platform.

Over several weekends in September 1997, from 0600 to 2200 hours, west and east pockets at Kimball terminal taken out of service for platform replacement work. During these period, all trains arrived and departed from the side platform as crews renewed the island platform, replacing the concrete decking with new wood flooring.


Brown Line Capacity Expansion Project

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

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

The construction contractors lost little time getting to work, as this view into the Kimball station house through the fencing in front of the station shows. The interior has been gutted for reconstruction in this October 1, 2006 view looking southwest. For a larger view, click here. (Photo by Graham Garfield)

On April 13, 2004, the CTA announced that it had officially received a Full Funding Grant Agreement (FFGA) from the Federal Transit Administration (FTA). However, in May 2004, CTA received construction bids for the project that substantially exceeded the budget. As such, the Chicago Transit Board voted on June 9, 2004 to reorganize the project into several discrete pieces to help attract more competitive construction bids. Station renovation work was modified and grouped into five separate packages according to location to help reduce the overall cost of station construction. Kimball station was grouped with Kedzie, Francisco, Rockwell, and Western in a bid package, all of which were designed by the same consultant, Muller & Muller. Station designs were also revised to reduce costs. Most changes concentrated on non-customer areas such as reducing the size of janitor closets, employee restrooms, electrical rooms and communication rooms. Other areas that were studied for cost reduction were standardizing common station elements, the use of less expensive materials, canopy designs and coverage, and temporary station closures to provide contractors better access to the sites.

The Kimball/Kedzie/Francisco/Rockwell/Western contract -- sometimes referred to as "the at-grades" -- was the third of the reorganized station packages to be bid out. At the September 14, 2005 board meeting, a $19.9 million contract for the renovation of these stations was awarded to FHP Tectonics Corporation.

At Kimball, the modifications to the station are relatively simple, since the station was reconstructed relatively recently (1974) and was already ADA accessible. The island platform was simply extended 50 feet to the south and 25 feet to the north to accommodate the extra two cars of future 8-car trains. The latter extension required reconfiguration of the existing ramp and relocation of the Space Junction of Energy art sculpture. CTA officials worked with Jacquar to relocate the artwork on CTA property. Besides this, the only other work being done at Kimball are modest renovations and a rehabilitated fare control area, with new flooring -- granite at the turnstiles and concrete elsewhere -- and a new Customer Assistant booth.

Francisco and Kimball closed for renovation at 10pm Friday evening, September 15, 2006. Kimball was closed for just under four months. Customers who normally boarded at Kimball could utilize the auxiliary entrance at Spaulding Avenue at the renovated Kedzie station, which is approximately one block from the Kimball station and which had turnstiles and TCVMs for the duration of Kimball's closure for the convenience of Kimball patrons (it later became an unmanned HBG entrance).

After Kimball closed, Kedzie was the last passenger stop and all passengers entered and went out of service there. Platform personnel were assigned to Kedzie to help clear passengers from the trains. Trains, however, ran empty to Kimball, where one station pocket remained open while the terminal was closed to allow trains to turn around and crews to take breaks in the terminal trainroom. To allow for crossover and signal replacement, the northbound mainline track was also removed from service between Spaulding and Kimball Interlocking for a few months, requiring northbound trains to enter Kimball through the yard lead. From September to November 2006, gatemen were assigned to Kedzie and Spaulding grade crossings to manually operate the gates during peak hours, as backlogs of trains would sometimes develop waiting to get into Kimball resulting in the crossing gates being kept down for inordinately long periods of time if the crossings were on automatic mode. This represented the first regular assignment of crossing gatemen to these locations since the 1960s.

This December 22, 2006 view of the Kimball island platform shows that the southward extension was largely complete by the end of 2006. The end railing, access stairs, canopy signals, and new ceiling are the chief items yet to be completed. The change in wood decking color clearly marks where the old platform ends and extension begins. For a larger view, click here. (Photo by Graham Garfield)

To accomplish work on the at-grade stations, the CTA enacted a handful of linecuts -- times when Brown Line service terminated temporarily at Western station, with service between Western and Kimball provided by free shuttle buses (and occasionally shuttle trains single-tracking between Western and Kedzie).

During late September 2006, the interior of the station house was gutted, with the old stainless steel agent's booth removed and the flooring and other finished demolished. By mid-November 2006, demolition work was completed on the north end of the island platform and former ramp/stair areas.

By mid-December 2006, the side and island platform extensions to the north into the former station area were complete, as were the extension of the tracks and installation of the new bumping post. The platform support steel and canopy structural for the south extension of the island platform were also in place. Work had begun in the fare control area, with the installation of conduit and HVAC, installation of the new stainless steel Customer Assistant booth, and pouring of the new concrete flooring.

By the end of December, the south extension of the island platform was well underway. The concrete foundation and steel supports of the platform extension were completed. The wood decking had been installed and the canopy had been extended three bays. The canopy extension was designed to match the 1974 covering. The new ADA-compliant concrete ramp from the fare control area to the platform was also installed, although it was now a simple switchback rather than the larger, spiral ramp in the 1974 station.

Crews worked hard during the first two weeks of January 2007 to ready the station for reopening. Plastering was completed in the station house and platform ceilings (except at the south end of the island platform, where work continued after the station reopened), the compass rose was installed in the sidewalk in front of the station entrance, and steel three-sided map/timetable pylons were installed. The fare controls were reinstalled a week before reopening.

The renovated Kimball fare control area is seen looking southwest on January 25, 2007, two weeks after reopening. The new CA booth is visible, as is the new flooring and expanded fare controls, although some minor work still remains, such as mounting the Elevator Status Board (seen leaning against the booth). The removal of a corridor behind the old booth made the unpaid area more spacious. For a larger view, click here. (Photo by Graham Garfield)

Kimball station reopened at 4am on Friday, January 12, 2007. A major portion of the reconstruction was completed when the station reopened, including the extended platforms, renovated fare control area with a new Customer Assistant booth and turnstiles, brighter lighting, installation of heaters and windbreaks, new benches and information kiosks.

Crews continued to work in the weeks after the reopening to complete construction. Additional work included installing permanent station signs, security cameras, original artwork, windows, canopies and continuing work to complete the extension of the platform. Crews worked to finish plastering the extended and modified existing platform canopy ceiling from February into April 2007.

Original artwork is to be installed at all of the renovated Brown Line stations as part of the capacity expansion project. The art designed for Kimball, however, generated some controversy when it was released to the public in September 2006.

The piece, titled "Hope and Renewal," was designed by Lakeview artist Josh Garber. In crafting his proposal, Garber said he visited the station, viewed the existing Space Junction of Energy sculpture and talked to community members. Struck by the neighborhood's diversity, Garber decided to do something that would include as many people from as many different backgrounds as possible. He settled on an abstract sculpture of a plant. He proposed a piece that has two structures, each standing 10 feet high and 46 inches wide, which will be located under the canopy over the sidewalk in front of the station on Lawrence Avenue. The structures represent plants with blossoms at the top and four petals, which can be used as seats, at the bottom.

The piece instead set off a mini-firestorm in the neighborhood after images of the sculpture's design drew comments that it resembled parts of the male anatomy. Despite the controversy and requests to alter the design, Garber decided to stand his ground and does not plan to alter the artwork.

"It's funny," Garber told the Chicago Tribune in September 2006. "What I really think is it speaks more about the viewer and what's in their mind. Because I know when I made it that was never anywhere near my mindset."

The piece was chosen as part of the Chicago Transit Authority's Arts in Transit program. Funded by the Federal Transit Administration, the program requires artists to submit qualifications, including their resume and slides of completed work, to the city's public art program. A panel asks up to four artists per station to submit a proposal of site-specific artwork, including a small-scale model of the work. The panel then selects a finalist for the job.

On Thursday, July 26, 2007 from 2-4pm, the City of Chicago Public Art Program hosted an event at the Kimball station to commemorate the new artwork being installed. The City set up a table with light refreshments and an educational program about the artwork outside the station where the artwork is located.

The project's Full Funding Grant Agreement with the federal government requires that the CTA complete the Brown Line Capacity Expansion Project by the end of 2009.


Station Track Renewal

Thee CTA close Kimball terminal for nine days beginning at 2am, Saturday, July 13 through 4am, Monday, July 22, 2013, for a trackwork project. The project work, performed by contractor Kiewit, includes the replacement of deteriorated ties, rail, ballast, special track components and the power and signaling systems at the interlocking at the entrance to the station and along the three sets of track that feed into the station platforms. The $4.6 million project was funded by a 2009 Regional Transportation Authority grant. During this period, all Brown Line trains started and ended service from the adjacent Kedzie Brown Line station, approximately 0.4 miles southeast of Kimball.


The platforms of the renovated Kimball station are seen looking south on January 25, 2007, two weeks after the station reopened. The platform area was only moderately altered with work primarily pertaining to extension of the island platform to accommodate 8-car trains. The island platform (on the right) originally ended where the wood decking ends. The platform and three tracks were extended about 25 feet north (toward the camera) and approximately 50 feet south. The three-sided information pylon was added during the renovation. The side platform (barely visible behind the train at left) was not touched during the renovation, having been built only about 15 years before and already long enough to accommodate eight cars. For a larger view, click here. (Photo by Graham Garfield)


Original Kimball Station (1907-1973) | Rebuilt Kimball Station (1974-2006) | Kimball Station Renovation (2006-present)

Original Kimball Station (1907-1973)

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By the late teens, Lawrence Avenue, seen looking east from Kimball station, had developed into a thriving commercial district. Although only a handful are visible, the automobile was already making inroads into transit's market share. The yard loop track along Lawrence were removed by 1930 and replaced by a row of stores. (Photo from the Krambles-Peterson Archive)

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The old Kimball station is seen looking north on the side platform toward the station house on May 27, 1965. The old terminal was a homey place, as evidenced by the flower boxes on the end railing beyond the bumping posts. Flatdoor 6000-series car 6026 is in the east pocket, visible on the left. (CTA Photo, Graham Garfield Collection)

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Kimball Terminal is seen looking northeast along Kimball Avenue in 1971. The island platform is visible on the right. At the end of the platform, behind the station house, was an auxiliary rotogate exit to the street, enclosed by solid plexiglas by this time but originally enclosed by an ornate Craftsman-style wooden grilles and railings. (CTA Photo, Graham Garfield Collection)

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A 6000-series married-pair, cars 6019-20, is arriving into Kimball terminal at the end of a Ravenswood "A" run in May, 1964. Still retaining their original dash-mounted headlights, the cars are pulling into the side track at Kimball, usually used for trains going out of service or to be laid up in the yard. The yard's maintenance shop is seen alongside the train. (Photo by Jerry Appleman)

Rebuilt Kimball Station (1974-2006)

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Looking south (away from the station house) down Kimball's island platform that's flanked by tracks 1 and 2. Track 3 and an additional side platform can be seen on the left. The two trains stopped here are actually of the same design (2nd version 6000s) with different paint schemes: the Ravenswood A on the right sports the bicentennial livery while the Ravenswood All-Stop on the left is painted in the mint green and alpine white that came into use with the 2000-series cars. (Photo by Joe Testagrose)

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Two eras of equipment: restored Heritage Car 6101 and a 2400-series car provide an interesting contrast and a demonstration of how car design changed over the course of two decades while waiting at Kimball terminal. Note the two different types of "Ravenswood All-Stop" signage on the trains. (Collection of Joe Testagrose)

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Painted in its Bicentennial scheme, car 6512 stops at Kimball terminal on September 24, 1976. (Photo by Doug Grotjahn, Collection of Joe Testagrose)

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Car 2402 brings up the rear of a Ravenswood "A" train waiting to depart from Kimball terminal on May 26, 1978, only four years after the new station opened. The shop and lay-up track platform on the left are still just temporary. (Photo by Ed McKernen, Collection of Joe Testagrose)

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The rear of this inbound all-2400-series Ravenswood All-Stop is trailed by car 2424 as it boards riders at Kimball on May 26, 1978. (Photo by Ed McKernen, Collection of Joe Testagrose)

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Car 2415 leads a two-car Ravenswood All-Stop loading its passengers before it leaves Kimball terminal on August 14, 1978. (Photo by Doug Grotjahn, Collection of Joe Testagrose)

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Heritage Car 6102 prepares to lead a 2-car Ravenswood All-Stop out of Kimball terminal on August 28,1982. (Photo by Doug Grotjahn, Collection of Joe Testagrose)

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Restored car 6101, pictured at Kimball terminal, leads a 6-car train of 6000-series PCC cars on a ceremonial last run Friday December 4, 1992, before the 6000-series was retired from service. The trip operated from Kimball to the Loop, became an Evanston Express there and ran to Linden, then deadheaded with passengers back to Kimball. The cars last ran in regular revenue service on the Ravenswood and Evanston Express runs. (Photo by Bruce Moffat)

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Having just pulled into Kimball Terminal at the end of its Brown Line run, car 3318 discharges passengers on September 3, 2000. The Central Electric Railfan Association's 2000 CTA charter train, led by car 3442, is on the left on the lay-up track. (Photo by Mike Farrell)

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For the benefit of participants in the 2000 CERA fantrip, the CTA took out its Historic Cars from storage at the Kimball Shops for a short ride in the yard. Car 4272 is at Kimball station on September 3, 2000. The CERA's charter train is on the left. (Photo by Mike Farrell)

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All three tracks at Kimball terminal are occupied in this busy moment: car 3352 (left) is not in service on the lay-up track, possibly ready for or just having finished a rush hour put-out; car 3375 stands ready for a trip to the Loop on track 2, and another Brown Line train occupied track 1 in the right background on August 22, 2001. (Photo by Mike Farrell)

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The Kimball platforms, looking south in September 2001. The island platform, serving tracks 1 and 2, are most commonly in service, while track 3 and the side platform are only brought into service when higher capacity is needed. (Photo by Graham Garfield)

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In Kimball station, a ground-level "open plan" design, the station house simply blends into the platform area. This arrangement also allowed the station to easily be made accessible. This view looks south on December 21, 2002 from the paid area of the station house toward the dual loading platforms, connected by a set of wide stairs and an L-shaped ramp. Between the two is a modern orange sculpture, which actually forms the letters "CTA" if you look at it at the right angle (try it and see!). (Photo by Graham Garfield)

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During a 2-hour layover at Kimball Terminal, Santa poses for photos with children (and some adults) at a specially-set up location in the paid area of the station on December 21, 2003. The Holiday Train, as well as other in-service Brown Line trains, are visible in the background. (Photo by Graham Garfield)

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The Kimball island platform is seen looking north on December 21, 2003. The 2003 Holiday Train is parked on the side track, visible on the right, while a "road train" is standing in the west pocket (visible on the left) loading passengers and waiting to depart. New "Green Line Standard" station name signs, one of which is seen spanning the canopy posts, were recently installed at the time of the photo, although the old KDR columns signs remained. (Photo by Graham Garfield)

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The entrance to Kimball station is seen looking southwest from across Lawrence Avenue on June 4, 2006. The plexiglas curtain walls provide an open, airy feel and a high level of visibility and security. (Photo by Graham Garfield)

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The current Kimball station, looking southeast at the same location on June 4, 2006. The low-slung modern glass and steel station is utilitarian in ornamentation, following the "open plan" design. (Photo by Graham Garfield)

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Space Junction of Energy, seen situated in the middle of the stairs and ramp up to the Kimball station platforms. (Photo by Graham Garfield)

Renovated Kimball Station (2006-present)

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Kimball Terminal is seen looking southeast on October 1, 2006, two weeks after closing for renovation. Construction fencing was put up around the station house to allow the contractors to work without impacting the sidewalks around the station house. (Photo by Graham Garfield)

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Construction contractors are seen making final preparations to reopen Kimball Terminal on January 11, 2007, a day before the station was reactivated. Some of the visible improvements include the three-sided information pylon and compass rose on the sidewalk in front of the station and new fare controls inside. (Photo by Graham Garfield)

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The front of Kimball station is seen looking east along Lawrence Avenue on January 25, 2007. Although some final work was still taking place after the station reopened, as evidenced by the bay sealed with white-painted plywood, the station was sufficiently complete to allow passenger use. The stools under the canopy were installed during the rehab and can be found at other renovated at-grade stations. Custom-designed art would later be installed here. (Photo by Graham Garfield)

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The Kimball station park'n'ride is seen looking east on January 25, 2007 from the corner of the terminal building. The backlit sign under the canopy dates from the station's 1974 reconstruction, with a no-longer-working red panel on the right that would be lit when the lot was full. (Photo by Graham Garfield)

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The paid area of the renovated Kimball station is seen looking southeast on January 25, 2007. The reconfigured ADA-accessible ramp is in the same location as the previous one, but is a simply switchback rather than a square spiral, requiring the Space Junction of Energy sculpture that was previously there to be removed. The platform pockets are visible on the right. (Photo by Graham Garfield)

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While being tested on various rail lines, the prototype 5000-series railcars made their way to the Brown Line. The train is laid over at Kimball Terminal on November 9, 2009, sitting on the side track to stay out of the way of revenue trains. Car 5011, at the south end of the train, provides an interesting contrast to car 3317, a car of the previous series. The 5000s and 3200s share a near-identical exterior car body. (Photo by Graham Garfield)
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Car 5008 is at the head end of an 8-car train the prototype 5000-series railcars, laid over at Kimball on November 9, 2009. (Photo by Graham Garfield)
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The three pockets at Kimball Terminal -- from right to left, tracks 1, 2, and 3 (side) -- provides panoramic view of the two latest series of CTA railcars on November 9, 2009. Tracks 1 and 2 having trains of 3200-series cars in Brown Line service, waiting for their next trips. Track 3 houses a train of prototype 5000-series railcars. Car 5008 is at the front end of the 5000, while car 3342 is nearest the camera on the center track. While the two series' car exteriors are virtually the same, this lineup allows for an examination of the subtle differences. (Photo by Graham Garfield)
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Car 5008, one of eight cars in this train of prototype 5000-series cars, provides a contrast to car 3421, a car of its predecessor series, at Kimball on November 9, 2009. Note car 5008's destination sign reading of "BELMONT", used for Brown Line shuttles during early morning and late evening hours. (Photo by Graham Garfield)
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The subtle differences between the 5000-series (right) and 3200-series (left) cars can be seen in this side-by-side view at Kimball on November 9, 2009: car 5011's LED destination sign and run number box and orange electric coupler cover are the most visible outward features. Note that the front LED destination sign used all-capital letters, while the side and interior signs use capital and lower-case letters, like their mylar roller curtain predecessors, seen on the 3200-series cars. Since the 5000s had to run with normal in-service destination signs to test that feature of the cars, they often ran with an Instruction Train sign on the front and back chains to alert customers that the train was not, in fact, ins service. (Photo by Graham Garfield)