The Brown Line of the Chicago "L" system, is an 11.4-mile (18.3 km) route with 27 stations between Chicago's Albany Park neighborhood and downtown Chicago. It runs completely above ground and is almost entirely grade-separated. It is the third-busiest 'L' route, with an average of 28,315 passengers boarding each weekday in 2022.[1]
Before CTA lines were color-coded in 1993, the Brown Line was known as the Ravenswood Route; specifically, the series of stations from Belmont to Kimball were called the Ravenswood branch. Accordingly, the Kimball-Belmont shuttle service was called the Ravenswood Shuttle.
Route
A Brown Line train crosses the north branch of the Chicago River.
Between Rockwell and Western stations a ramp carries Brown Line trains from ground-level to elevated tracks.
The Brown Line begins on the northwest side of Chicago, at the Kimball terminal in Albany Park, where there is a storage yard and servicing shop for the trains to the east of the passenger station. From there, trains operate over street level tracks between Leland and Eastwood Avenues to Rockwell, then ramp up to the elevated structure for the rest of the trip.
The trains on the street-level section are powered by third rail rather than overhead catenary (the technology used by most other U.S. electric-powered at-grade rail systems), a decision that exposes wayward pedestrians to the risk of electrocution. A fatal accident in 1977 involving an intoxicated man, who did not speak English and was unable to read the posted warning signage, attempted to urinate on the third rail at the Kedzie station eventually resulted in an Illinois Supreme Court decision in 1992 affirming a verdict of $1.5 million against CTA.[2]
After the Damen station, the route turns south, about one-half block parallel and west of Metra's Union Pacific North railroad line and Ravenswood Avenue to a point south of the Addison station. Here the route turns east again and runs parallel to Roscoe Street past Sheffield Avenue where it once again turns south at Clark Junction to join the four-track North Side elevated line in Lakeview. From just north of Belmont station south to Armitage, Brown and Red Line trains operate side by side, with Purple Line Express trains sharing the tracks with the Brown Line during weekday rush hours. Brown and Purple Line trains run on the outermost tracks serving five stops, while Red Line trains run on the innermost tracks making only two stops.
South of the Armitage station, Brown and Purple Line trains continue southward towards the Chicago Loop on elevated tracks which zigzags its way through the neighborhoods of Lincoln Park and Near North Side stopping at Sedgwick and Chicago. Running over Franklin, then Wells Street, a stop is made at the Merchandise Mart before crossing the Chicago River on the upper level of the Wells Street Bridge before joining the Loop Elevated at Lake Street. Operating counter-clockwise, Brown Line trains operate around the Loop on the Outer track via Wells-Van Buren-Wabash-Lake, serving all Loop stations, before the return trip back north to the Kimball terminal.
There are three sections of the Brown Line which includes the Ravenswood Branch that connects from Kimball Avenue station to Belmont Avenue station; merging from the Purple Line Express. Another is the North Side Main Line which connects from Belmont Avenue station to the Merchandise Mart before entering the Loop. The Brown Line enters the loop going counter-clockwise from Washington/Wells to Clark/Lake and then exits the loop, heading towards the Kimball Avenue station.
Operating hours and headways
The Brown Line operates between Kimball and the Loop weekdays and Saturdays from 4 a.m. to 1:30 a.m. and on Sundays from 5 a.m. to 1:30 a.m. The Brown Line Shuttle service runs only between Kimball and Belmont between 1:30 a.m. and 2:25 a.m. At Belmont, southbound riders can transfer to the 24-hour Red Line. On weekdays, service runs between three and eight minutes during rush hour, seven to eight minutes during midday, then six to twelve minutes during nighttime.
On weekends, early morning service operates every fifteen minutes, then increases to seven to eight minutes on Saturdays during the day and ten minutes on Sundays during the day, then at nighttime every ten to twelve minutes. Late night service operates every fifteen minutes until the end of service, although late night trips from Kimball to Belmont stations operate every half hour Monday thru Saturday nights.
During morning rush hour, several Brown Line trains bound for the Loop continue toward the Orange Line after stopping at the Harold Washington Library station; whereas several Orange Line trains bound for Kimball continue as the Brown Line after stopping at Adams/Wabash station.[3]
Rolling stock
The Brown Line is operated with the 2600-series and 3200-series railcars. The Brown Line operates using eight cars during weekday rush hours and four cars at other times. In the meantime, CTA has completed the process of overhauling the 3200-series cars with color LED destination signs (similar to the 5000-series cars), new air conditioning systems, rebuilt propulsion systems, passenger door motors, and wheel/axle assemblies. The 3200-series rehabilitation began in 2015 and was completed in 2018. Later that year, some of the Brown Line's 3200-series cars were transferred to the Blue Line, with some of the Orange Line's 2600-series cars being transferred to the Brown Line.
Beginning in March 2008, the Brown Line began running eight cars during rush hours, since all of the reopened or renovated stations have been rebuilt to accommodate eight cars.[4] Prior to this, although ridership certainly warranted eight cars on the Brown Line during weekday rush hours, most stations on the line couldn't berth longer than six cars. Early morning, midday, late evening, and weekend service is generally provided by four cars, although this may be extended to eight cars due to special events and holidays.
The Kimball terminal was completely renovated and a new bridge over the North Branch of the Chicago River was completed in the 1970s. The Western and Merchandise Mart stations were rebuilt in the 1980s. Prior to the start of the Brown Line Capacity Expansion Project, these two stations, along with the Kimball terminal were the only ADA accessible stations on the Brown Line outside of the Loop.
Brown Line Capacity Expansion Project
The new Rockwell Station opened in August 2006.
The Brown Line Capacity Expansion Project which ran from 2004 to 2009 was undertaken to repair aging infrastructure and increase passenger capacity.[7] Work on the project began in late 2004 with signal upgrades, particularity at Clark Junction.[8] In February 2006, station reconstruction began with right-of-way modernization between Kimball and Rockwell Avenue. Traction power equipment and train control systems were upgraded and a new fiber optic communication network installed.[9]
Brown Line stations were rebuilt or modified meet ADA compliance and to accommodate eight-car trains, increasing from the previous maximum of six-cars. Merchandise Mart was the only station not to receive any work as it had previously been reconstructed from 1987 to 1988, and was already ADA compliant and able to accommodate eight-car trains. Two stations, Kimball and Western, received small platform extensions but little other work, and the other 16 stations were completely rebuilt.[10]
The first two stations to be completed, Kedzie and Rockwell, reopened on August 16, 2006,[11] and all of the stations had reopened by July 30, 2009, when the new Wellington station entered service.[12] The project was completed on December 31, 2009.[13]
Red-Purple Bypass
The Red & Purple Modernization Project includes a redesign of a diamond junction north of Belmont Station into a flyover allowing Brown Line trains going north to circumnavigate crossings with Red and Purple Line trains. This project will decrease train backups and increase the number of trains that can cross the junction per hour.[14] The project was criticized by 2015 mayoral candidate Chuy García and local residents in the Lakeview neighborhood who organized a referendum to stop it.[15][16]
The Federal Transit Administration passed the CTA's environmental review on the bypass in January 2016 and received a $1.1 billion federal grant the following year.[17][18] Sixteen properties affected by the bypass were demolished, while the historic Vautravers Building was relocated 30 feet west to preserve it.[19] Construction on the bypass began on October 2, 2019,[20][21][22] and the bypass was opened to its first train at 4 a.m. on November 19, 2021.[23][24]
