FNOD12

The Garfield Park Branch was a rapid transit line which was part of the Chicago "L" system from 1895 to 1958.
The branch served Chicago's Near West Side, East Garfield Park, West Garfield Park, and Austin
neighborhoods, and the suburbs of Oak Park, and Forest Park, and consisted of twenty-two stations. It opened
on June 19, 1895 and closed on June 22, 1958, when it was replaced by the Congress branch of the Blue Line.
Operations

The Garfield Park branch divided from the Metropolitan Main Line at the Marshfield Junction, just west of the
Marshfield station. Initially the line only extended as far west as 48th Avenue (Cicero Avenue).[1] On August
25, 1902, the Garfield Park branch was extended to 52nd Avenue (Laramie Avenue), and on March 11, 1905,
service was extended to Des Plaines Avenue in Forest Park. On October 1, 1926, the Westchester branch was
added, providing service from the Des Plaines Avenue stop to Roosevelt Road in Westchester.[2]
History

The Metropolitan West Side Elevated Railroad began service in 1901, as the third elevated railway company in
Chicago (after the South Side Elevated Railroad and the Lake Street Elevated). The Met was the largest
elevated operation to date, with 4 branches leading to Chicago's West Side (and suburbs further west after that)
connecting to a downtown trunk line. It was also the first electrified elevated railroad (the South Side and Lake
used small steam engines). Most trains headed to the Loop, but as the Loop was often over-capacity during rush
hour, a new terminal at Fifth Avenue/Wells Street was used.

The line mostly operated concurrently with the Chicago Aurora and Elgin Railroad (CA&E), who started
sharing tracks with the Met Elevated in 1902. The interurban trains all terminated at Wells Street; no CA&E
trains ever traveled around the Loop.

In the early years, the line expanded greatly, following the route taken by the CA&E; while the Garfield
originally only extended to 48th Avenue, the line was soon extended to 52nd Ave/Laramie, and finally to Des
Plaines Avenue; the Westchester branch was added in 1926, but it was really just a transfer of local service
between CA&E and the Chicago Rapid Transit Company.
Replacement

Even when the Met was being built, there were plans for a large boulevard on the West side of Chicago. In the
1920s and 1930s, as Chicago city planners started designing future superhighways, it became obvious that one
of the best routes for a future high traffic East-West superhighway was through what was then known as
Congress Street. Chicago's future transit plans were also intertwined with Chicago's plans for highways; a No.2
subway was to run under Milwaukee Avenue and Dearborn Street, turning westward under Congress Parkway
and connecting to an elevated line on the expressway median heading to the West side suburbs. This line
þÿopened in 1951 as the Milwaukee Dearborn subway and connected to the Logan Square Branch, rerouting
traffic away from the Metropolitan Main Line and partially replacing it; Garfield and Douglas trains still
followed the Met into the Loop.

The second part of the project was the Congress Expressway, which would have a "L" line running through its
median; many parts of the new expressway were to be built directly in the Garfield Park right-of-way, requiring
demolition of a large portion of the line. A set of temporary tracks were placed slightly north of the
right-of-way to allow for construction to continue on the Congress Expressway and the construction of
temporary stations at Des Plaines Avenue and Ridgeland Ave.

By 1955, while the Garfield and Met Main were still a major part of the "L" system, the vast majority of the
stations on the line had already been closed and demolished; the Westchester branch was abandoned 4 years
earlier, ending CTA train service west of Des Plaines. Initially, some of the previously closed stations were
served by the CA&E after CTA ended service, but the interurban, already financially bleeding due to the rise of
the automobile, ended service to downtown Chicago on September 20, 1953 due to the new temporary track
routing - terminating at Des Plaines, where a CTA transfer was required to continue further downtown.
Commuters, favoring a direct route offered by the Chicago & North Western to downtown instead of an
inconvenient two fare two-way transfer, rapidly abandoned the CA&E in droves, causing the CA&E to shut
down abruptly at noon on July 3, 1957, stranding riders.

þÿThe brand new Congress Branch opened on June 22, 1958 and connected to the Milwaukee Dearborn subway,
replacing and closing down the last remnants of the old Garfield Park and Metropolitan Main Line.
Legacy

While the Congress Line opened in the summer of 1958, the permanent right of way was only finished from
Austin to Halsted; permanent infrastructure was not finished to Des Plaines until spring 1960. After being
somewhat split apart into several different lines due to construction, the remnants and successors of the
Metropolitan West Side Elevated Railroad were combined into one line once again as the Logan Square branch,
þÿthe oldest part of the Met, was routed to downtown through the Milwaukee Dearborn subway, splitting off into
the Congress and Douglas branches depending on train. The new line, the Milwaukee-Congress-Douglas, was
rapidly expanded further north from the original terminus of the Logan Square branch; 10 years after the final
Congress tracks were laid down, the new line was extended to Jefferson Park in February 1970. In March 1980,
construction of the final extension to O'Hare station began, with the final section opening in September 1984. In
1993, the line was color-coded and became the Blue Line.

The Metropolitan Main Line and the Garfield Park Line were the only branches that the CTA had ever replaced
completely wholesale on the same right of way (many replacement stations on the Congress Line are parallel in
location to their former Garfield/Met counterparts; some, like UIC-Halsted, were built directly next to the older
station, to the point where period photos often show the old and new stations side by side.) This means that very
little of the original Garfield Line remains, as demolition of the old line was extremely rapid and small parts
such as signage were tossed into the scrap pile. The only surviving station of the Garfield branch, now known
as Forest Park, was completely rebuilt several times. The Franklin Street Substation at the original location of
the Wells Street Terminal remains as the only standing structure from the Metropolitan Main Line.
Station listing
Garfield Park branch stations[1][3][4] Station Notes
Ogden Closed September 27, 1953
Hoyne Closed September 27, 1953
Western Closed September 27, 1953; Replaced by Western
California Closed September 27, 1953; Replaced by California, abandoned
Sacramento Closed June 10, 1952 due to a fire in head house[5]
þÿKedzie Replaced by Kedzie Homan; also served by the CA&E
St. Louis
Garfield Park Closed September 20, 1953. Originally called Garfield
Pulaski Originally called Crawford; Replaced by Pulaski
Tripp Originally called Medora
Kilbourn Closed September 20, 1953. Originally called West Forty Fifth and later Kral.
Cicero Originally called West Forty Eighth; Replaced by Cicero
Laramie Originally called 52nd Avenue Terminal; also served by the CA&E
Central Originally served by the Aurora Elgin and Chicago Railway: Replaced by Central, abandoned
Austin Originally served by the Aurora Elgin and Chicago Railway; Replaced by Austin
Lombard Closed September 20, 1953. Originally served by the Aurora Elgin and Chicago Railway; Replaced
by Austin
Ridgeland Temporary station during construction of Congress line.
Gunderson
Oak Park Replaced by Oak Park; also served by the CA&E
Home Closed September 20, 1953
Harlem Replaced by Harlem
Hannah Closed September 14, 1952. Originally served by the Aurora Elgin and Chicago Railway; Replaced by
Harlem
Des Plaines Originally served by the Aurora Elgin and Chicago Railway