Chicago "L" rolling stock

The current rolling stock of the Chicago "L" rapid transit system consists of four series of railcars.

When the State Street Subway opened in 1943, the older wooden cars were not allowed to operate through it for safety reasons.

The technology for these cars was based on the Presidents Conference Committee streetcar but also borrowed design elements from the North Shore Line's Electroliners.

They were also the first series of "L" cars to be wider at the windowsills than at the doorsills to permit more interior space and still provide clearance for station platforms.

A large percentage of these cars were built using trucks, motors, control equipment, seats, windows and other components salvaged from Chicago's recently retired fleet of PCC streetcars.

Use on the Lake-Dan Ryan route was however limited to emergencies and during car shortages in late 1969 and during the winter of 1979–80.

Like some members of the 6000-series, these cars utilized parts salvaged from Chicago's recently retired fleet of PCC streetcars.

Cars 1–4 were equipped for high performance test service, with higher horsepower motors, and were delivered in a distinctive maroon and silver gray paint scheme.

Ten of these cars were converted in five married-pair sets and renumbered 61a-b to 65a-b, and were utilized in Skokie service.

The 2000-series's more modern control systems initially prevented them from being used in a train with other types, until the delivery of the 2200-series and later cars.

[10][11] The 2200-series cars (numbered 2201–2350) were manufactured by the Budd Company of Philadelphia, Pennsylvania, and first delivered to the CTA in 1969, before the Dan Ryan branch (now known as the south end of the Red Line) opened.

The 2400-series cars (numbered 2401–2600) were manufactured by Boeing-Vertol of Ridley Park, Pennsylvania, and first delivered to the CTA in 1976.

These were modified several times over the years and the colors were eventually removed from all cars, leaving them unpainted to match the bare stainless steel scheme of the rest of the fleet.

The 2600-series cars (numbered 2601–3200) were manufactured by the Budd Company of Philadelphia, Pennsylvania, the same company that made the 2200-series, and first delivered to the CTA in 1981, in time for the upcoming O'Hare Airport extension of the Kennedy Line (now known as the northwestern end of the Blue Line).

In addition, fluted steel siding is included on these cars for the first time since the 2200-series, in order to reduce graffiti.

[17] Cars #3441–3456 were originally equipped with pantographs for use on the Yellow Line, due to its use of overhead catenary between the Skokie shops and Dempster Street.

At various points during their service life a small number were also assigned to the Yellow and Purple Lines.

Plans included replacing the cars' rollsigns with LED destination signs similar to those on the 5000-series, as well as replacing the air conditioning systems and rebuilding the propulsion system, passenger door motors, and the wheel and axle assemblies.

The CTA received ten prototype cars in 2009, which underwent testing,[21] and began operating in 2011.

The Chicago Transit Authority planned to put the first ten cars into in-service testing in mid-April 2010.

[26] The 5000-series cars currently make up the entire Pink, Green, Yellow, Purple, and Red Line fleets.

[29][30] On March 9, 2016, the contract was awarded to CRRC Sifang America, with a bid that is $226 million lower than Bombardier's.

[31][32] However, on April 12, 2016, it was announced that Bombardier filed a protest of the decision, alleging that CTA rigged the procurement to give CRRC an unfair advantage.

[33] On September 28, 2016, the CTA finalized its decision to award CRRC Sifang America the 7000-series contract.

[34][35] The cars will be built at a new CRRC Sifang America railcar manufacturing plant at 13535 South Torrence Avenue in Chicago's Hegewisch neighborhood.

Concerns have been raised over possible malware, cyber attacks, and mass surveillance by the Chinese government.

However, the computer and software components and the automatic train control system will be made by U.S. and Canadian firms.

On May 5, 2023, the CTA announced it had received funding to "begin planning and designing for the future procurement of its next generation of railcars - the 9000-series.