Jump to content

Chicago "L" rolling stock

From Alfawiki
Chicago "L" Rolling Stock
IndustryPublic transportation, Rail transport
Founded1892
Headquarters
Chicago
,
United States

The present rolling stock utilized by the Chicago "L" rapid transit network consists of four distinct railcar models. The earliest among them, the 2600-series, was manufactured between 1981 and 1987 and underwent a refurbishment process from 1999 to 2002. Following that, the 3200-series, constructed during 1992–1994, was updated from 2015 through 2018. The 5000-series, produced between 2009 and 2015, brought innovations such as color LED signage, surveillance cameras, redesigned seating arrangements, AC traction motors, and interior LED panels displaying date and time information. The most recent addition, the 7000-series, is intended to replace the aging 2600-series and potentially the 3200-series in the future.

Each railcar stands at a height of , with a length of . The width measures at the window sills and expands to at the door sills. While the majority of the fleet operates using DC power systems, both the 5000- and 7000-series are equipped with AC motors, despite continuing to receive DC traction power.

Locomotives

Operator Manufacturer Delivered Retired Number built Notes
South Side Elevated Railroad Baldwin Locomotive Works 1892–1893 1898 46 Vauclain four-cylinder compound engines; withdrawn following conversion to electric car operation.
Lake Street Elevated Railroad Rhode Island Locomotive Works 1893–1895 1900 35 Phased out after adopting electric rolling stock.

Wooden cars

Numbers Original operator Manufacturer Delivered Notes
100s South Side Elevated Railroad Jackson and Sharp Company; Gilbert Car Company; Jewett Car Company 1892–1905 Early trains were initially steam locomotive-hauled; South Side Rapid Transit was a pioneer in multiple unit electric cars.
1000s Northwestern Elevated Railroad Pullman Company; American Car & Foundry; St. Louis Car Company; Jewett Car Company 1898–1908
2000s Metropolitan West Side Elevated Railroad Pullman Car Company; Harland and Hollingsworth Company; American Car & Foundry; Barney and Smith Car Company; Jewett Car Company 1894–1907
3000s Lake Street Elevated Railroad Gilbert Car Company; Pullman Car Company; St. Louis Car Company and Company Shop 1893–1909 Originally steam-hauled trains that were later converted to electric propulsion.

Metal cars

Type Operator Manufacturer Delivered Retired Number built Notes
4000-series Chicago Rapid Transit Company; subsequently Chicago Transit Authority Cincinnati Car Company 1914–1924 1973 455
5000-series Pullman Car Company (units 5001–02) and St. Louis Car Company (units 5003–04) 1947 1985 4 Equipped with PCC components.
6000-series Chicago Transit Authority St. Louis Car Company 1950–1959 1992 720
1–50 series 1959–1960 1999 50

High Performance

Type Operator Manufacturer Delivered Retired Number built Notes
2000-series Chicago Transit Authority Pullman-Standard 1964 1993 180 First model in the High Performance series
2200-series Budd Company
refurbished by New York Rail Car Corporation, 1990–1992 		1969–1970 2013 150 CTA's initial stainless steel fleet
2400-series Boeing-Vertol 1976–1978 2014 200

4000-series

Produced by the Cincinnati Car Company from 1914 through 1924, the 4000-series represented the Chicago "L" system’s inaugural steel-bodied cars. They appeared in two main forms: the earlier metal-roofed "Baldies," equipped with six doors per car—although the center doors were rarely utilized—and the subsequent wooden-roofed "Plushies," which featured enhanced seating comfort and only end vestibule doors but were designed to accommodate future center door installations.

The series was delivered in several batches:

  • December 29, 1913: 128 cars (66 trailers numbered 4001–4066 and 62 motorized units numbered 4067–4128), all "Baldies" with longitudinal seating.
  • December 30, 1914: 122 motor cars numbered 4129–4250, "Baldies" with transverse seating.
  • September 1, 1922: 100 motor cars numbered 4251–4350, "Plushies" featuring transverse seating.
  • April and December of 1923: an additional 105 motor cars numbered 4351–4455, also "Plushies" with transverse seats.

This total of 455 cars was the final Chicago "L" fleet to operate with air brakes.

When the State Street Subway commenced service in 1943, only steel-bodied cars like the 4000-series met safety requirements for subway travel, leading to the development of newer models such as the 5000- and 6000-series.

After more than fifty years of operation, the last units were phased out in 1973; however, cars numbered 4271 and 4272 remain preserved within CTA's heritage collection.

5000-series

The limited run of four units in the 5000-series (numbers 5001–5004) was manufactured by both the Pullman Car Company and St. Louis Car Company in 1947. These cars introduced the innovative "blinker door" mechanism, where doors swing inward instead of sliding open—a feature subsequently incorporated into the design of the 6000-series and other models.

Drawing upon PCC streetcar technology and design cues from the North Shore Line's Electroliner, these were unique articulated three-section cars—the only articulated vehicles ever operated on the Chicago "L." They also featured wider windowsills compared to doorsills to optimize interior space without compromising platform clearance.

Initially deployed on the Garfield Park Branch (now part of the Blue Line), they were reassigned to the Ravenswood Branch (Brown Line) in 1957. In 1964, they received pantograph modifications, were renumbered as cars 51–54, and served on the Skokie Swift until their retirement in 1986. Two examples survive: car 51 is at the Fox River Trolley Museum, while car 52 is housed at the Illinois Railway Museum.

6000-series

Built by the St. Louis Car Company, the extensive fleet of the 6000-series (numbered from 6001 to 6720) began delivery in 1950 with an initial order of 130 units that eventually expanded to a total of 720.

These cars evolved from the design principles of the earlier 5000-series, incorporating PCC technology and blinker doors but introduced a new configuration as married pairs—two permanently coupled cars—marking a first for Chicago "L" rolling stock.

Significant components such as trucks, motors, control systems, and seating were repurposed from retired PCC streetcars.

The series operated across nearly all CTA lines except for the Skokie Swift, although they saw occasional service on the Lake-Dan Ryan route during emergencies or equipment shortages in late 1969 and during winter months of 1979–80. Some units were loaned to SEPTA for use on its Norristown High Speed Line during delays in acquiring N-5 cars. Most of these cars were eventually replaced by newer fleets including the 2600- and later the 3200-series. The final retirements occurred on December 4, 1992.

1–50 series

Produced by the St. Louis Car Company between 1959 and 1960, the 1–50 series (numbered 1 through 50) closely resembled the 6000-series but consisted of double-ended single cars rather than married pairs. These vehicles featured quarter-point doors adjacent to the operator’s cabs, allowing fare collection without requiring the operator to exit the cab. Components from decommissioned PCC streetcars were incorporated into some units.

The initial four cars (numbers 1–4) were equipped with higher horsepower motors for performance evaluation and sported a distinctive maroon and silver-gray paint design.

Originally deployed on West-Northwest routes, these cars later primarily served the Ravenswood, Skokie, and Evanston lines. Notably, those assigned to Skokie and Evanston were fitted with trolley poles to accommodate overhead power lines until 2004 and 1973, respectively.

A subset of ten cars was transformed into five married pairs (renumbered 61a-b to 65a-b) specifically for Skokie service.

By around 1993, most were superseded by the 3200-series, though sporadic use persisted until their complete retirement in 1998. Today, seven of these cars are preserved in various railway museums.

2000-series

Constructed by Pullman-Standard in 1964 and numbered from 2001 to 2180, the 2000-series featured married pair configurations outfitted with contemporary amenities such as air conditioning, fluorescent lighting, expansive picture windows, and sculpted fiberglass fronts combined with predominantly aluminum car bodies. This series marked the introduction of what became known as the High Performance Family.

Their advanced control technology initially prevented them from operating in mixed consists with other car models until subsequent series were introduced.

These cars were withdrawn from Green Line service on December 17, 1993, after a relatively brief operational period of 29 years. Two units have been preserved at the Illinois Railway Museum located in Union, Illinois.

2200-series

The Budd Company of Philadelphia manufactured the 2200-series cars (numbered 2201–2350), which were first delivered to the CTA in 1969 ahead of the Dan Ryan branch opening (currently part of the southern segment of the Red Line). A total of 150 units were ordered and completed by 1970. These were the final CTA vehicles equipped with inward-opening blinker doors, which limited wheelchair accessibility. To meet Americans with Disabilities Act requirements, 2200-series cars on the Blue Line were paired with married sets from the 2600-series to provide accessible accommodations. During eight-car Blue Line operations, these cars served as belly cars positioned between two 2600-series married pairs.

The series was distinguished by its fluted, unpainted stainless steel sides until replaced by newer models like the 3200-series. Following accidents in the mid-1970s, cars numbered 2307 and 2316 were renumbered as 2351 and 2352. Additionally, cars 2289 and 2290 were retired due to damage sustained during the Chicago Loop derailment in 1977.

Between 1990 and 1992, New York Rail Car Corporation undertook extensive rebuilding work on these cars to prolong their service life. The phase-out process commenced in October 2010 and concluded by August 2013, marked by ceremonial final runs on the Blue Line. Cars numbered 2243–2244 have been preserved at the Illinois Railway Museum.

2400-series

Built by Boeing-Vertol based in Ridley Park, Pennsylvania, the 2400-series (numbered from 2401 to 2600) were delivered between 1976 and 1978. Initially ordered as a batch of one hundred units, this order was later doubled. These were CTA’s first railcars equipped with sliding doors and featured smooth steel exteriors conducive to advertising applications. Originally painted red, white, and blue in honor of the Bicentennial celebration, these colors were eventually removed to maintain consistency with the stainless steel fleet appearance. Cars numbered between 2401 and 2422 functioned as work vehicles identifiable by red and white striping; additional conversions occurred later.

From 1987 through 1995, these cars underwent rehabilitation at Skokie Shops. During the rebuilding period of unrehabilitated 2600-series units in the 1990s, they operated alongside those cars on the Red Line. The entire series was retired by October 2014 after replacing all remaining units from the earlier 2200-series; their final route was on the Orange Line. A farewell ceremonial trip took place in January of 2015. Cars numbered 2433–2434 are part of the collection at the Illinois Railway Museum, with other examples retained within CTA’s historic fleet.

Current

Category Builder Delivery Period Refurbishment Period Quantity Produced Operating Lines Traction Equipment
2600-series Budd Company
modernized by Alstom 		1981–1987 1999–2002 600 Template:Rcb
Template:Rcb
Template:Rcb 		GE 1262A1 DC
Template:Rcb
Template:Rcb
3200-series Morrison–Knudsen 1992–1994 2015–2018 257 GE 1262A4 DC
5000-series Bombardier Transportation 2009–2015 714 Template:Rcb
Template:Rcb
Template:Rcb
Template:Rcb
Template:Rcb
Template:Rcb 		Bombardier MITRAC IGBT–VVVF
asynchronous 3-phase AC
7000-series CRRC Sifang America 2019– 400 (initial order)
846 (including all options)Template:Fix/category[citation needed] 		Template:Rcb Siemens IGBT–VVVF
asynchronous 3-phase AC
9000-series To be determined To be determined 300 (initial order)
246 (with options)

2600-series

The 2600-series railcars, numbered from 2601 to 3200, were manufactured by the Budd Company located in Philadelphia, Pennsylvania. Delivered between 1981 and 1987, these cars were introduced to accommodate the extension of the Kennedy Line to O'Hare Airport. Originally planned as a batch of 300 units, the order was ultimately doubled to 600, marking Budd’s final venture into railcar manufacturing before their market exit. Between 1999 and 2002, the fleet underwent a comprehensive refurbishment carried out by Alstom.

These vehicles mainly operate on the Blue and Orange Lines, with some assigned to the Brown Line as well. Starting in June 2014, the CTA began reallocating Red Line units from this series to the Blue Line to make room for new 5000-series trains; subsequently, older Blue Line cars were shifted to the Orange Line as temporary replacements until newer models could be fully deployed.

The last car of this series, number 3200, completed in April 1987, also represents Budd’s final railcar production. Plans for ongoing fleet modernization include phasing out the 2600-series in favor of newer models from the 7000- and upcoming 9000-series.

3200-series

Constructed by Morrison-Knudsen at their Hornell, New York facility, the 3200-series cars are numbered from 3201 through 3457 and were delivered between 1992 and 1994. The initial batch of 256 units was ordered to support the inauguration of the Orange Line in October of 1993.

This series introduced notable enhancements compared to its predecessor, including computer-controlled cab systems that simplified operation and diagnostics. The exterior featured fluted steel siding designed to resist graffiti, while hopper windows were installed to provide emergency ventilation.

Cars numbered from #3441 to #3456 were originally equipped with pantographs to draw power from the Yellow Line’s overhead catenary system servicing the route between Skokie shops and Dempster Street. Those pantographs on units #3451–3456 were removed during their reassignment to the Brown Line in the late 1990s; others lost theirs when the Yellow Line transitioned exclusively to third rail power in 2004.

Car number 3457 was custom-built to pair with a rehabilitated 2600-series car #3032 after its original mate was damaged during a derailment at Wilson station in 1988; car #3032 was renumbered as #3458.

Currently, these cars predominantly serve on the Blue and Brown Lines, making up most of the Brown Line fleet and a portion of Blue Line trains. They have also been periodically deployed on both Yellow and Purple Lines.

A mid-life refurbishment completed by 2018 included upgrades such as LED destination signs similar to those found on the newer 5000-series cars, replacement of air conditioning systems, and overhauls of propulsion units, door motors, and wheel assemblies.

While initially intended for replacement by fully optioned orders of the 7000-series vehicles, plans have shifted toward phasing out the 3200-series with forthcoming delivery of the new 9000-series trains.

5000-series

The 5000-series vehicles, numbered from 5001 to 5714, succeeded the 2200- and 2400-series models. Constructed by Bombardier Transportation at their Plattsburgh, New York facility, the CTA obtained ten prototype units in 2009 for evaluation prior to initiating widespread deployment in 2011. The initial procurement included 406 cars, with an option to acquire an additional 308 units. The first operational test run took place on April 19, 2010.

Initially designated as the 3500-series, this order encountered postponements and a retracted bid announcement in 2002.

Innovations

  • Use of AC motor technology for enhanced energy efficiency
  • LED display panels—starting with amber lighting, later models incorporated multicolor LEDs for route identification
  • Seating primarily arranged longitudinally, featuring upgraded anti-stain and antimicrobial upholstery
  • Operators have the capability to access live video feeds from any car via passenger intercom activation, improving emergency responsiveness
  • Cellular modems facilitate real-time audio and six visual displays per car, enabling communication between the CTA Control Center and passengers
  • Planned future upgrades will allow emergency responders to wirelessly access onboard video footage
  • Doors are fitted with pulsing white lights and audible beeping signals during closing sequences

Currently, the 5000-series operates exclusively on the Pink, Green, Yellow, Purple, and Red Line services.

7000-series

The forthcoming 7000-series fleet is intended to replace the existing 2600- and 3200-series cars while expanding the overall number of railcars by 500 units. Ten prototype vehicles were delivered toward the end of 2020, with mass production commencing in 2022. On March 9, 2016, a $1.3 billion contract was awarded to CRRC Sifang America, whose bid undercut Bombardier's proposal by $226 million. Bombardier challenged this outcome alleging procurement irregularities; however, the CTA finalized the agreement with CRRC on September 28, 2016.

Manufacturing takes place at CRRC Sifang America's newly established facility in Chicago's Hegewisch neighborhood. Construction of this plant began in March 2017, with production starting two years later in March 2019. Despite concerns related to Chinese involvement, critical components such as software and train control systems are sourced from suppliers based in the United States and Canada.

Testing of these railcars commenced on track segments in December 2019, advancing to comprehensive testing by October 2020. This series is intended to fully equip the Blue Line fleet. Production accelerated in June 2019, with service trials on the Blue Line beginning April 21, 2021. Deliveries of production models started in June 2022, followed by full operational service launch in August of the same year.

9000-series

On May 5, 2023, the CTA revealed it has secured funding to initiate the planning and design phases for the forthcoming generation of railcars, designated as the 9000-series. These new vehicles are intended to succeed the existing 2600-series and 3200-series fleets. At present, information is scarce, and it remains uncertain if the CTA will proceed with any remaining options related to the 7000-series.

See also

External links

Retrieved from "https://www.alfawiki.org/index.php?title=Chicago_%22L%22_rolling_stock&oldid=15474"