[b][size=medium]Does anybody know where the southside "L" goes downinto the subway? Going north about 14th st or so.[/size][/b]



Edited 1 time(s). Last edit at 12/21/2015 07:54PM by Richard Stachowski.

I think the south portal is around 14th or 13th, the tower being at 17th, and the first stop in the Subway being Roosevelt at 1200 South.

[b]I thought so but wasn't sure. A short time going into the subway there was a tunnel going east and could be seen through the window of the train. I always wondered what it was for.[/b]

As built in the late 1930s (opened 1943), the State Street subway emerged into an open cut at the south sidewalk of 13th Street, then curved eastward 100 feet or so and up a structure to join the Alley L at 17th St. Tower and Interlocking. The apartment building at 1255 S. State is set back from State Street to avoid the subway tunnel. The subway was built with a single tail track just south of Roosevelt Station, which descended between the tracks and was intended to allow a future Archer Avenue subway. Instead, it was utilized for the 1993 HoDaR reroute, which uses a new subway tunnel that makes a reverse curve under Dearborn Park II from 15th & Clark. Since the subway-Dan Ryan connection is now what's used for normal service, the open cut at 13th is today only used for special moves.

[b]Thanks for the information. I am interested in the tunnel I saw just after going down in the subway around 14th. This was in the 40's & 50's. It went east. A friend of mine went into that tunnel and said he saw rats as large as cats. A long time ago but wonder what it was and is it still there.[/b]

Rich,

Talking about rats as large as cats, go down to the Chicago River on Pulaski during the 60's and there they were, River Rats. Now we call them Muskrats!!!

It was never obvious to me, since the CTA offered no particular explanation to the general public, why the 1993 Howard/Dan Ryan re-reroute required so much new subway switching connections at that point. I looked at it from the standpoint that up until that year ('93) the lake street train used new fly-over tracks (built in 1970) to get to the Dan Ryan median, and these flyovers were just south of where the state street subway came up and joined. So, a state street subway train could conceivably switch onto them and go instead south to the Dan Ryan instead of continuing elevated to Jackson Park / Englewood (as was the route up until then). Therefore, no new track/switch construction. But that simple scenario was for unknown reason unacceptable.

the_mogra Wrote:
-------------------------------------------------------
> It was never obvious to me, since the CTA offered
> no particular explanation to the general public,
> why the 1993 Howard/Dan Ryan re-reroute required
> so much new subway switching connections at that
> point. I looked at it from the standpoint that up
> until that year ('93) the lake street train used
> new fly-over tracks (built in 1970) to get to the
> Dan Ryan median, and these flyovers were just
> south of where the state street subway came up and
> joined. So, a state street subway train could
> conceivably switch onto them and go instead south
> to the Dan Ryan instead of continuing elevated to
> Jackson Park / Englewood (as was the route up
> until then). Therefore, no new track/switch
> construction. But that simple scenario was for
> unknown reason unacceptable.

They might have thought ahead as to either more traffic on the L, or actually removing the L.

Or maybe they got Federal money to do the subways.

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the_mogra Wrote:
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> "nobody uses that underpass" is just about as
> officious 'reasoning' as one can get (me and my
> family certainly used it frequently). anyone can
> see at that point there's a need for pedestrians
> to get around the blockage to access stores, as
> opposed to walking over to paulina or evergreen

I know you're not a big fan of the CTA, but have you asked them?

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