Happy Halloween! In addition to tricks and treats, today marks the 25th anniversary of the opening of the CTA Orange Line. Like all birthdays after a certain age, this one is bittersweet: it’s great that Chicago has been able to boast rapid transit connections to two airports, but it’s also a bit depressing that the Orange Line represents the most recent actual expansion of the ‘L’. (The Pink Line was formed in 2006 using existing parts of the Green Line, the Blue Line, and a reconstructed non-revenue track called the Paulina Connector.) The Orange Line is unique: it’s the CTA’s first ‘L’ expansion that didn’t run in the median of an expressway since the expressway network was built in the 1950s and 1960s, although early plans did call for a rapid transit line in the median of the Stevenson Expressway.
The history of the Orange Line is a curious one, with a significant amount of its funding provided by the killed Crosstown Expressway project. In 1972, Governor Richard Ogilvie campaigned for re-election heavily on making the Crosstown come to fruition; he lost 51%-49% to Dan Walker, who campaigned to kill the Crosstown. (While a single highway project generally isn’t enough to swing a governor’s race especially after Ogilvie pushed through Illinois’s first state income tax, given how close Walker’s margin of victory was and how many Illinois voters are concentrated in Chicago and Cook County, it’s not unreasonable to consider the Crosstown being a decisive issue in the race.) The final nail in the coffin for the Crosstown came with the election of anti-Crosstown Chicago Mayor Jane Byrne in 1979 (who, coincidentally, also won by a 51%-49% margin). Mayor Byrne led the charge to use funds for the Crosstown to expand rapid transit to the Southwest Side, although the funds wouldn’t be designated as such until 1986 when Congressman William Lipinski called in a favor from President Reagan after Lipinski voted to support aiding the Contras in Nicaragua. Mayor Byrne also used some of the Crosstown money to extend the Blue Line to O’Hare, although she also reportedly pressured the CTA to build the extension to go straight into the terminals rather than leave space for a future extension (like at Midway) in order to expedite construction before the mayoral election. Mayor Harold Washington ended up cutting the ribbon on the O’Hare extension anyway.
If there’s one thing to take away from this brief history, it’s that we named a train station after a governor who wanted to expand our expressway network (and later served on a panel that tried to kill Amtrak’s public subsidy) and we named a freeway interchange after a mayor who killed a highway project to expand our rapid transit network.
Welcome to Chicago politics.
(Ogilvie wasn’t really a bad guy – Ogilvie Transportation Center bears his name because he helped form the Regional Transportation Authority and was a long-time railroader who successfully steered the Milwaukee Road through bankruptcy to form the Wisconsin Central. He also happened to be a Purple Heart veteran from World War II, helped fight the Chicago mob, and guided Illinois through a new state constitutional convention.)