Chicago "L"

Chicago "L" (1947)
Linden Dempster | Isabella Main | Central Oakton | Noyes Kostner | Foster Crawford– East Prairie | Davis Dodge | Dempster Main Asbury | South Boulevard Ridge Howard Jarvis Morse Loyola Granville Kimball | Thorndale Mannheim/22nd Kedzie | Bryn Mawr Canterbury Francisco | Berwyn Roosevelt Rockwell | Argyle Harrison Western | Lawrence Bellwood Damen | Wilson 25th Avenue | Forest Park Ravenswood | Buena 17th Avenue | Marion Montrose | Sheridan 11th Avenue | Oak Park Irving Park | Grace 5th Avenue | Ridgeland Addison | Addison Des Plaines | Lombard Paulina | Clark Hannah | Austin Lawndale | Southport Harlem | Menard St. Louis | Belmont Home | Central Kedzie | Wellington Oak Park | Laramie Humboldt Park | Diversey Gunderson | Cicero California | Wrightwood Lombard | Kostner Western | Fullerton Austin | Pulaski Logan Square | Webster Central | Hamlin California | Armitage Laramie | Homan Western Cicero | Kedzie North/Clybourn | Halsted Kilbourn | Sacramento Damen | Larrabee Tripp | California Sedgwick Pulaski | Campbell Division | Schiller Garfield Park | Oakley Chicago | Division St. Louis | Damen Grand Lake St Transfer | Ashland Oak | Clark/Division Kedzie | Loomis Chicago | Chicago Sacramento | Racine Grand | Grand California | Morgan Merchandise Mart Western | Halsted North Water Terminal Hoyne | Clinton Clark/Lake | State/Lake Ogden | Madison Randolph/Wells | Randolph/ Wabash Randolph/ Market | Washington Polk | Marshfield Madison/Wells | Madison/ Wabash Roosevelt | Laflin Market Street Terminal | Monroe 14th Place | Racine Quincy | Adams/Wabash 18th | Halsted | Canal Wells Street Terminal | Jackson Wood | Franklin/Van Buren LaSalle/ Van Buren | State/Dearborn Hoyne Congress Terminal | Congress/ Wabash Western Harrison California Roosevelt Douglas Park Kedzie Homan 18th Street Drake Cermak Lawndale Swift | 26th Pulaski Packers | 29th Kildare Racine | 31st Kenton Armour | 33rd 48th Avenue Exchange | 35th 50th Avenue Halsted | Pershing 52nd Avenue Wallace 54th Avenue Indiana 56th Avenue South Parkway 58th Avenue 43rd | Vincennes Austin 47th | Cottage Grove/Drexel Lombard 51st | Ellis/Lake Park Ridgeland Garfield | 42nd Place Oak Park 58th State Wentworth | 61st Princeton | King Drive Harvard | Cottage Grove 65th Street University Marquette Road Parnell | Dorchester 69th Street Halsted | Jackson Park Racine Loomis

The first "L", the Chicago and South Side Rapid Transit Railroad, began revenue service on June 6, 1892, when a steam locomotive pulling four wooden coaches, carrying more than a couple of dozen people, departed the 39th Street station and arrived at the Congress Street Terminal 14 minutes later,[11] over tracks that are still in use by the Green Line. Over the next year, service was extended to 63rd Street and Stony Island Avenue, then the Transportation Building of the World's Columbian Exposition in Jackson Park.[12]

In 1893, trains began running on the Lake Street Elevated Railroad and in 1895 on the Metropolitan West Side Elevated, which had lines to Douglas Park, Garfield Park (since replaced), Humboldt Park (since demolished), and Logan Square. The Metropolitan was the United States' first non-exhibition rapid transit system powered by electric traction motors,[12] a technology whose practicality had been demonstrated in 1890 on the "intramural railway" at the World Fair that had been held in Chicago.[13] Two years later the South Side "L" introduced multiple-unit control, in which the operator can control all the motorized cars in a train, not just the lead unit. Electrification and MU control remain standard features of most of the world's rapid transit systems.

A drawback of early "L" service was that none of the lines entered the central business district. Instead trains dropped passengers at stub terminals on the periphery due to a state law at the time requiring approval by neighboring property owners for tracks built over public streets, something not easily obtained downtown. This obstacle was overcome by the legendary traction magnate Charles Tyson Yerkes, who went on to play a pivotal role in the development of the London Underground, and who was immortalized by Theodore Dreiser as the ruthless schemer Frank Cowperwood in The Titan (1914) and other novels.[14]

Yerkes, who controlled much of the city's streetcar system, obtained the necessary signatures through cash and guile—at one point he secured a franchise to build a mile-long "L" over Van Buren Street from Wabash Avenue to Halsted Street, extracting the requisite majority from the pliable owners on the western half of the route, then building tracks chiefly over the eastern half, where property owners had opposed him. Designed by noted bridge builder John Alexander Low Waddell, the elevated tracks used a multiple close-rivet system to withstand the forces of the passing trains' kinetic energy.[14]

The Union Loop opened in 1897 and greatly increased the rapid transit system's convenience. Operation on the Yerkes-owned Northwestern Elevated, which built the North Side "L" lines, began three years later, essentially completing the elevated infrastructure in the urban core although extensions and branches continued to be constructed in outlying areas through the 1920s.

After 1911, the "L" lines came under the control of Samuel Insull, president of the Chicago Edison electric utility (now Commonwealth Edison), whose interest stemmed initially from the fact that the trains were the city's largest consumer of electricity. Insull instituted many improvements, including free transfers and through routing, although he did not formally combine the original firms into the Chicago Rapid Transit Company until 1924. He also bought three other Chicago electrified railroads, the Chicago North Shore and Milwaukee Railroad, Chicago Aurora and Elgin Railroad, and South Shore interurban lines, and ran the trains of the first two into downtown Chicago via the "L" tracks.[14]

This period of relative prosperity ended when Insull's empire collapsed in 1932, but later in the decade the city with the help of the federal government accumulated sufficient funds to begin construction of two subway lines to supplement and, some hoped, permit eventual replacement of the Loop elevated; as early as the 1920s some city leaders wanted to replace the "ugly" elevated tracks and these plans advanced in the 1970s under mayors Richard J. Daley and Michael Bilandic until a public outcry against tearing down the popular "L" began, led by Chicago Tribune columnist Paul Gapp, and architect Harry Weese. Instead, then new Mayor Jane Byrne protected the elevated lines and directed their rehabilitation.[14]

The State Street subway opened on October 17, 1943.[15][16] The Dearborn Subway, on which work had been suspended during World War II, opened on February 25, 1951.[17] The subways were constructed with a secondary purpose of serving as bomb shelters, as evidenced by the close spacing of the support columns (a more extensive plan proposed replacing the entire elevated system with subways). The subways bypassed a number of tight curves and circuitous routings on the original elevated lines (Milwaukee trains, for example, originated on Chicago's northwest side but entered the Loop at the southwest corner), speeding service for many riders.

• 
  Intramural Railway 1893
• 
  The "L" in 1921
• 
  A Metropolitan West Side Elevated Railroad "L" train passing over the Chicago River in 1918
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  1922 vintage Chicago Rapid Transit Company "L" cars. This car had a trolley pole in addition to contact shoes on the trucks.
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  A steam train on the Lake Street Elevated Railroad
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  A preserved Northwestern Elevated Railroad car dating from 1907

A train on the "L" in 1949 as photographed by Stanley Kubrick for Look magazine

By the 1940s, the financial condition of the "L", and of Chicago mass transit in general, had become too precarious to permit continued operation without subsidies, and the necessary steps were taken to enable a public takeover. In 1947, the Chicago Transit Authority (CTA) acquired the assets of the Chicago Rapid Transit Company and the Chicago Surface Lines, operator of the city's streetcars. Over the next few years CTA modernized the "L", replacing wooden cars with new steel ones and closing lightly used branch lines and stations, many of which had been spaced only a quarter-mile apart.

The CTA introduced fare cards for the first time in 1997. Rail service to the O'Hare International Airport first opened in 1984 and to the Midway International Airport in 1993. That same year, the CTA renamed all of its rail lines; they are now identified by color.[6]

The Brown and Purple Chicago "L" lines run above vehicular traffic on Franklin Street in the Near North Side community area.

Pink and Green line elevated tracks crossing Franklin Street in the Loop

Later, after assuming control of the "L", the CTA introduced A/B skip-stop service. Under this service, trains were designated as either "A" or "B" trains, and stations were alternately designated as "A" stations or "B" stations, with heavily used stations designated as both – "AB". "A" trains would stop only at "A" and "AB" stations, and "B" trains would stop only at "B" and "AB" stations.

Station signage carried the station's skip-stop letter and was also color-coded by skip-stop type; "A" stations had red signage, "B" stations had green signage, and "AB" stations had blue signage. The system was designed to speed up lines by having trains skip stations while still allowing for frequent service at the heavily used "AB" stations.

A/B skip-stop service debuted on the Lake Street Elevated in 1948, and the service proved effective as travel times were cut by a third. By the 1950s, the service was used throughout the system. All lines used the A/B skip-stop service between the 1950s and the 1990s with the exception of the Evanston and Skokie lines, which were suburban-only lines and did not justify skip-stop service.

On the lines with branches, skip-stop service sent all "A" trains to one branch and "B" trains to another branch. On what became the Blue Line, "A" trains were routed on the Congress branch while "B" trains were sent to the Douglas branch.

On the North-South Line, "A" trains went to the Englewood branch and "B" trains went to the Jackson Park branch. In both cases, individual stops were not skipped beyond the points where those branches diverged. As time went by, the time periods which employed skip-stop service gradually decreased, as the waits at "A" and "B" stations became increasingly longer during non-peak service.

By the 1990s, use of the A/B skip-stop system was only used during rush hour service. Another problem was that trains skipping stations to save time still could not pass the train that was directly ahead, so skipping stations was not advantageous in all regards. In 1993, the CTA began to eliminate skip-stop service when it switched the southern branches of the West-South and North-South Lines to improve rider efficiency, creating the current Red and Green Lines. From this point, Green Line trains made all stops along the entire route, while Red Line trains stopped at all stations south of Harrison. The elimination of A/B skip-stop service continued with the opening of the all-stop Orange Line and the conversion of the Brown Line to all-stop service.[18]

In April 1995, the last of the A/B skip-stop system was eliminated with the conversion of the O'Hare branch of the Blue Line and the Howard branch of the Red Line to all-stop service. The removal of skip-stop service resulted in some increases in travel times, and greatly increased ridership at former "A" and "B" stations due to increased train frequencies. Station signage highlighting the former skip-stop patterns would remain into the 2000s, when it was gradually replaced across the system.[18]

The first air-conditioned cars were introduced in 1964. The last pre–World War II cars were retired in 1973. New lines were built in expressway medians, a technique implemented in Chicago and followed by other cities worldwide. The Congress branch, built in the median of the Eisenhower Expressway, replaced the Garfield Park "L" in 1958. The Dan Ryan branch, built in the median of the Dan Ryan Expressway, opened on September 28, 1969,[19] followed by an extension of the Milwaukee elevated into the Kennedy Expressway in 1970.

As of 2014, Chicago "L" trains run over a total of 224.1 miles (360.7 km) of track.[1]

The Jackson/State subway stop on the Red Line

Ridership has been growing steadily after the CTA takeover despite declining mass transit usage nationwide, with an average of 594,000 riders boarding each weekday in 1960[20] and 759,866 in 2016 (or 47% of all CTA rides).[6] Due to the Loop Flood in April 1992, ridership was at 418,000 that year[21] because CTA was forced to suspend operation for several weeks in both the State and Dearborn subways, used by the most heavily traveled lines.

Growing ridership has not been uniformly distributed. Use of North Side lines is heavy and continues to grow, while that of West Side and South Side lines tend to remain stable. Ridership on the North Side Brown Line, for instance, has increased 83% since 1979, necessitating a station reconstruction project to accommodate even longer trains.[22]

A Red Line train pulls into Adams/Wabash, being rerouted over elevated tracks due to construction in the State Street subway.

Annual traffic on the Howard branch of the Red Line, which reached 38.7 million in 2010 and 40.9 million in 2011, has exceeded the 1927 prewar peak of 38.5 million.[23] The section of the Blue Line between the Loop and Logan Square, which serves once-neglected but now bustling neighborhoods such as Wicker Park, Bucktown, and Palmer Square, has seen a 54% increase in weekday riders since 1992. On the other hand, weekday ridership on the South Side portion of the Green Line, which closed for two years for reconstruction from January 1994 to May 1996, was 50,400 in 1978 but only 13,000 in 2006.

Boardings at the 95th/Dan Ryan stop on the Red Line, though still among the system's busiest at 11,100 riders per weekday[24] as of February 2015, are less than half the peak volume in the 1980s. In 1976, three North Side "L" branches – what were then known as the Howard, Milwaukee, and Ravenswood lines − accounted for 42% of non-downtown boardings. Today (with the help of the Blue Line extension to O'Hare), they account for 58%.

The North Side, which has historically been the highest density area of the city, skew no doubt reflects the Chicago building boom between 2000 and 2010, which has focused primarily on North Side neighborhoods and downtown.[25] It may ease somewhat in the wake of the current high level of residential construction along the south lakefront. For example, ridership at the linked Roosevelt stops on the Green, Orange, and Red Lines,[note 3] which serve the burgeoning South Loop neighborhood, has tripled since 1992, with an average of 8,000 boardings per weekday.

Patronage at the Cermak-Chinatown stop on the Red Line, with 4,000 weekday boardings, is at the highest level since the station opened in 1969. The 2003 Chicago Central Area Plan proposed construction of a Green Line station at Cermak, between Chinatown and the McCormick Place convention center, in expectation of continued density growth in the vicinity. This station opened in 2015.

Currently, the Red Line and the Blue Line provide 24-hour service, while all other lines operate from early morning to late night.[26][27] Prior to 1998, the Green Line, the Purple Line and the Douglas branch of the Blue Line (the modern-day Pink Line) also had 24 hour service.[28] In the years of private ownership, the South Side Elevated Railroad (now the South Side Elevated portion of the Green Line) provided 24 hour service, a major advantage when compared to Chicago's cable railroads which required daily overnight shutdown for cable maintenance.[29]

In 2015, the CTA introduced a new fare payment system called Ventra.[6] Ventra enables passengers to purchase individual tickets, passes, or transit value online, by smart phone, or at participating retail locations. Ventra also works with CTA buses, Pace (suburban buses), and Metra (commuter rail). Payment by a smartphone app, the Ventra app, or by a contactless bankcard is possible.[30]

As of 2018, the "L" uses a flat fare of $2.50 for almost the entire system, the only exception being O'Hare International Airport on the Blue Line, at which passengers entering the station are charged a higher fare of $5.00 (passengers leaving the system at this station are not charged this higher fare).[31] The higher fare is being charged for what the CTA considers "premium-level" service to O'Hare.[32] Use of the Midway International Airport Station does not require this higher fare; it only requires the $2.50 regular fare.[31]

The higher charge at O'Hare has been the source of some controversy in recent years, because of the CTA's plan to eliminate the exemption from the premium fare for airport workers, Transportation Security Administration workers, and airline workers.[32] After protests from those groups, the CTA extended the exemptions for six months.[33]

During the 2000s and 2010s, the CTA has completed several renovation and new construction projects.[59]

Pink Line service began on June 25, 2006, though it did not include any new tracks or stations. The Pink Line travels over what was formerly a branch of the Blue Line from the 54th/Cermak terminal in Cicero to the Polk station in Chicago. Pink Line trains then proceed via the Paulina Connector to the Lake Street branch of the Green Line and then clockwise around the Loop elevated via Lake-Wabash-Van Buren-Wells. Douglas trains used the same route between April 4, 1954, and June 22, 1958, after the old Garfield Park "L" line was demolished to make way for the Eisenhower Expressway.[34] The new route, which serves 22 stations, offered more frequent service for riders on both the Congress and Douglas branches. Pink Line trains could be scheduled independently of Blue Line trains, and ran more frequently than the Douglas branch of the Blue Line did.[60]

Fullerton station on the North Side for the Red, Brown, and Purple Lines, midway through reconstruction in December 2007

In late 2007, trains were forced to operate at reduced speed over more than 22% of the system due to deteriorated track, structure, and other problems.[61] By October 2008, system-wide slow zones had been reduced to 9.1%[62] and by January 2010, total slow zones were reduced to 6.3%. CTA's Slow Zone Elimination Project is an ongoing effort to restore track work to conditions where trains no longer have to reduce speeds through deteriorating areas. The Loop received track work in 2012–2013. The Purple Line in Evanston received track work and viaduct replacement in 2011–2013. The Green Line Ashland branch received track work in 2013, prior to the Red Line Dan Ryan branch reconstruction.[63]

The Brown Line Capacity Expansion Project enabled CTA to run eight-car trains on the Brown Line, and rebuilt stations to modern standards, including accessibility.[64] Before the project, Brown Line platforms could only accommodate six-car trains, and increasing ridership led to uncomfortably crowded trains. After several years of construction, eight-car trains began to run at rush hour on the Brown Line in April 2008. The project was completed in December 2009, on time and on budget, with only minor punch list work remaining. The project's total cost was expected to be around $530 million.[65]

While various mayors of Chicago had recognized the importance of reliable public transit, Rahm Emanuel received credit for making improving service a top priority. In addition to local funding, he managed to secure federal dollars by lobbying.[57]

One of the largest reconstruction projects in the CTA's history, at a cost of $425 million, was the Red Line South reconstruction project. From May 19, 2013, through October 20, 2013, the project closed and rebuilt the entire Dan Ryan branch—replacing and rebuilding all the tracks, ties, ballast and drainage systems—from Cermak-Chinatown to 95th/Dan Ryan.[66] The station work involved renewing and improving eight stations, including new paint and lights, bus bridge improvements, new elevators at the Garfield, 63rd, and 87th stations and new roofs and canopies at some stations. "We are looking forward to providing our south Red Line customers with improved stations that are cleaner, brighter and better than they have been in years," said CTA President Forrest Claypool.[67] Shutting down a portion of the railway instead of relegating work to the weekends enabled the project to be completed in months rather than years.[57]

In 2014, the CTA initiated station and track upgrades on the Blue Line between Grand and O'Hare. This $492 million project will result in modernized stations (some of which were originally built in 1895), rebuilt tracks, station platform replacement, subway water management, subway station water infiltration remediation, and improved access to some stations (by adding elevators).[68] This project, scheduled for completion in 2021, is expected to cut travel time between the Loop and O'Hare by ten minutes.[57]

In late 2015, extensive 4G wireless coverage was added to both Blue and Red Line subways, with the $32.5 million installation cost paid for by T-Mobile, Sprint, AT&T and Verizon. Upon the project's completion, Chicago became the largest American city with 4G Internet service in all of its subways and tunnels, a total of 22 miles (35 km). Besides adding to passenger convenience, it also improved security by allowing CTA personnel and first responders to communicate more easily in case of an emergency.[69]

The newly rebuilt Wilson Station, September 2017

The new Wilson Station officially reopened in October 2017. The century-old station now includes accessible elevators, escalators, new security cameras, three entrances, wider stairwells, additional turnstiles, larger platforms, new lights and signage, as well as bus and train trackers.[70][71][note 4]

FastTracks is a program intended to address the slow zones and to make train rides smoother and more reliable. In order to achieve this, crews would replace worn tracks, rail tires, and ballasts. An upgraded power system along the O'Hare Blue Line branch would enable more trains to operate during peak periods. The Blue, Brown, Green, and Red lines would be worked on. This program was set to begin in early 2018 and would continue through 2021. Funding for this $179 million project comes from a fee increase imposed on mobile app-based vehicle for hire companies in Chicago, the first of its kind in the country.[72] In Mayor Emanuel's 2018 budget proposal, the fee went from 52 cents to 67 cents per trip.[73] First introduced in 2015, this fee rose by another five cents in 2019.[74]

In December 2018, The CTA Board approved $2.1 billion worth of contracts for the modernization of the Red and Purple Lines. The largest and most expensive in CTA history, this project includes the reconstruction of the junction between the Brown Line and Red/Purple line into a flying junction to reduce delays, and the reconstruction of the Lawrence, Argyle, Berwyn, and Bryn Mawr stations.[75] Construction of the project began on October 2, 2019, and is scheduled for completion in 2025.[76] $100 million in federal funding for the reconstruction of the Red Line was approved September 2019. In the final days of the Barack Obama administration, the federal government agreed to provide $957 million in funding in total; the rest would come from a tax hike on property owners who lived within 0.5 miles (800 m) of the Red Line.[77]

This new rail service proposal under active consideration by CTA is currently undergoing Alternatives Analysis Studies.[78]

These studies are the first step in a five-step process. This process is required by the Federal New Starts program,[79] which is an essential source of funding for CTA's expansion projects. CTA uses a series of "Screens" to develop a "Locally Preferred Alternative", which is submitted to the federal New Starts program.

An extension of the Red Line would provide service from the current terminus at 95th/Dan Ryan to 130th Street, decreasing transit times for Far South Side residents and relieving crowding and congestion at the current terminus, The CTA presented its locally preferred alternative at meetings in August 2009.[80] This consists of a new elevated rail line between 95th/Dan Ryan and a new terminal station at 130th Street, paralleling the Union Pacific Railroad and the South Shore Line through the Far South Side neighborhoods of Roseland, Washington Heights, West Pullman, and Riverdale.[81]

In addition to the terminal station at 130th, three new stations would be built at 103rd, 111th, and Michigan. Basic engineering, along with an environmental impact statement, were underway in 2010.[81] Alignment commenting was opened in 2016.[82] The CTA announced the route, 5.3 miles (8.5 km) in length, and four new stations on January 26, 2018,[83] and if the CTA can get the funding for the $3.6 billion extension,[84] construction on the extension would begin in 2025 and would be completed in 2029.[85][86] Contracts for preliminary work were approved in December 2018.[75]

In August 2022, the Red Line Extension advanced to the Federal Funding Phase. [87] In December 2022, City Council approved the creation of a district that will send nearly $1 billion in tax revenue over the next few decades to extend the Red Line south of 95th Street, a major step toward completing the project after a half-century of false starts.[88] In March 2023, President Biden’s proposed 2024 budget includes $350 million in federal funding for the Red Line Extension project.[89] In May 2023, The CTA reported that it had selected three prequalified teams to submit proposals on the $3.6 billion project to extend rail service to Chicago's Far South Side. Project proposals will be due from the finalists in early 2024 with an expected execution by the end of 2024. Further, The CTA expects major construction of the project to begin in late 2025, depending on securing full project funding.[90] In September 2023, The Federal Transit Administration announced $1.973 billion for the extension.[91] In October 2023, The CTA received another $100 million for the extension.[92]

These projects are currently not being pursued by the CTA because of the cost and the concerns of residents.[93]

The proposed Circle Line would form an "outer loop", traversing downtown via the State Street subway, then going southwest on the Orange Line and north along Ashland, before re-joining the subway at North/Clybourn or Clark/Division.[94] The Circle Line would connect several different Metra lines with the "L" system, and would facilitate transfers between existing CTA lines; these connections would be situated near the existing Metra and "L" lines' maximum load points.[95] CTA initiated official "Alternatives Analysis" planning for the Circle Line in 2005. The Circle Line concept garnered significant public interest and media coverage.[96][93]

Early conceptual planning divided the Circle Line into three segments.[97] Phase 1 would be a restoration of the dilapidated "Paulina Connector", a short 0.75 miles (1.21 km) track segment that links Ashland/Lake with Polk. This track section has since been restored and service on the 54th/Cermak branch was transferred to the Pink Line. Phase 2 would link 18th on the Pink Line to Ashland on the Orange Line, with a new elevated structure running through a large industrial area. Phase 3, the final phase, would link Ashland/Lake to North/Clybourn with a new subway running through the dense neighborhoods of West Town and Wicker Park. With the completion of all three phases, the perimeter area would be served by Circle Line trains.[93]

In 2009, CTA released the results of its Alternatives Analysis Screen 3, in which it decided to begin early engineering work on Phase 2, due to its simple alignment through unpopulated areas and its relatively low cost (estimated to be $1.1 billion).[98] Preliminary engineering work was performed on Phase 2. In addition to the new line, CTA planned to build four new stations as part of Phase 2. Three out of the four would be located along existing lines that the Circle Line will utilize. These would be at 18th/Clark, Cermak/Blue Island, Roosevelt/Paulina, and Congress/Paulina.[99]

18th/Clark would be along the Orange Line in the Chinatown neighborhood, and would include a direct transfer connection to the Cermak/Chinatown station on the Red Line. Cermak/Blue Island would be located on the newly built elevated tracks in the Pilsen neighborhood. Roosevelt/Paulina would be located on the Pink Line in the Illinois Medical District. Congress/Paulina would be built above the Eisenhower Expressway, with a direct transfer connection to the Illinois Medical District station on the Blue Line. Existing stations would provide service near the United Center.[99]

Phase 3 was not implemented, and planning stopped after 2009.[93] Phase 3 ran through dense residential areas, so alignment must be considered carefully to avoid adversely impacting those neighborhoods. CTA estimated that Phase 3 would be far more costly than Phase 2 due to its being underground. After a number of alternate plans were evaluated, in 2009, CTA adopted the "locally preferred alternative" (LPA),[96] which stopped Circle Line work after Phase 2, and Phase 3 was relegated to a "long term vision".[93]

A proposed extension of the Orange Line would have provided transit service from the current terminus, Midway International Airport, to the Ford City Mall, which was originally meant to be the Orange Line's southern terminus when the line was planned in the 1980s.[100] This would have alleviated congestion at the current Midway terminal. The CTA presented its locally preferred alternative at meetings in August 2009. This consisted of a new elevated rail line that would have run south from the Midway terminal along Belt Railway tracks, crossing the Clearing Yard while heading southwest to Cicero Avenue, then would have run south in the median of Cicero to a terminal on the east side of Cicero near 76th Street. Basic engineering, along with an environmental impact statement, were underway in 2010. This extension was canceled.[101]