The current rolling stock of the Chicago "L" rapid transit system consists of four series of railcars. The oldest series is the 2600-series which was built between 1981 and 1987 and refurbished between 1999 and 2002. The second series is the 3200-series, built between 1992 and 1994 and refurbished between 2015 and 2018. The third series is known as the 5000-series; built between 2009 and 2015, they feature new technologies such as color LED signs, security cameras, new seating configuration, AC motors, and interior LED signs displaying date and time. The newest 7000-series cars are planned to replace the 2600-series cars, with options for additional cars that would replace the 3200-series cars.
All cars are tall (from top of rail) and long (over coupler pulling faces). They are wide at the window sills but only wide at the door sills. Currently, most railcars operating on the Chicago "L" are DC power only; the 5000-series and 7000-series feature AC motors although the traction power supply continues to use DC.
Historic/retired
Locomotives
Operator Manufacturer Delivered Retired Number built Notes South Side Elevated Railroad Baldwin Locomotive Works 1892–93 1898 46 Vauclain four-cylinder compound locomotives. Retired when cars were converted to electric operation. Lake Street Elevated Railroad Rhode Island Locomotive Works 1893–95 1900 35 Retired when cars were converted to electric operation.
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 The earliest trains were originally pulled by steam locomotives (Baldwin Locomotive Works Vauclain four-cylinder compound locomotives); the South Side Rapid Transit was the first to use multiple unit electric cars. 1000s Northwestern Elevated Railroad Pullman Company; American Car & Foundry; St. Louis Car Company; Jewett Car Company 1898–1908Car 1024 was donated to the Illinois Railway Museum in 1958. In 2016, Car 1024 was renumbered to Car 24 and was restored to operating condition with its original Northwestern Elevated livery. 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 Co. Shop 1893–1909 The earliest trains were originally pulled by steam locomotives, cars subsequently converted to electric operation.
Metal cars
Type Operator Manufacturer Delivered Retired Number built Notes 4000-series Chicago Rapid Transit Company; later Chicago Transit Authority Cincinnati Car Company 1914–1924 1973 455 5000-series Pullman Car Company (5001–02) and St. Louis Car Company (5003–04) 1947 1985 4 Built with PCC equipment 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 of High Performance family 2200-series Budd Companyrebuilt by the New York Rail Car Corporation, 1990–1992 1969–1970 2013 150 First stainless-steel CTA cars 2400-series Boeing-Vertol 1976–1979 2014 200
4000-series
The 4000-series cars were manufactured by the Cincinnati Car Company of Cincinnati, Ohio, between 1914 and 1924. They were the first steel cars on the Chicago "L" system. These cars were built in two distinct variants, with the earlier, metal-roofed cars being known as "Baldies" (due to their smooth iron roofs) and the later, wooden-roofed cars being known as "Plushies" (due to their more comfortable, green plush seats). The "Baldies" were equipped with six doors per car, however the center doors were never used regularly. The "Plushies" were equipped with only the end vestibule doors, but the cars internal structure was arranged to allow for the later addition of the center doors.
These cars were built as the result of several distinct purchases (dates are the date of the order, not the actual production date): December 29, 1913: 128 cars: 66 Trailer (non -motorized) cars, numbered (4001–4066) and 62 motor cars, numbered (4067–4128), "Baldies", Longitudinal seating (Car 4005 later motorized and renumbered 4456) December 30, 1914: 122 Motor cars, numbered (4129–4250), "Baldies", Transverse seating. September 1, 1922: 100 Motor cars, numbered (4251–4350), "Plushies", Transverse seating. April 2, 1923: 5 Motor cars, numbered (4351–4355), "Plushies", Transverse seating. December 13, 1923: 100 Motor cars, numbered (4356–4455), "Plushies", Transverse seating.
The 445 cars of the 4000-series were the last Chicago "L" cars purchased with air brakes.
When the State Street Subway opened in 1943, the older wooden cars were not allowed to operate through it for safety reasons. The only cars available to operate in the subway were the 4000-series, which eventually led to production of the 5000-series and 6000-series cars.
The last 4000-series cars were retired in 1973 after being in service for over 50 years. Cars 4271–4272 are retained by the CTA as part of their heritage fleet.
5000-series
The 5000-series cars (numbered 5001–5004) were manufactured by the Pullman Car Company and the St. Louis Car Company. They arrived on CTA property in 1947. Only these four cars were ever built. These cars were the first "L" cars to feature the "blinker door" configuration, in which the doors to the train open inward into the car rather than slide horizontally. This door configuration was later used on the 6000-series, 1–50 series, 2000-series, and 2200-series.
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. The 5000-series was distinct in that each car was a three-piece articulated unit, the only cars on the "L" system to ever feature articulation. 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.
They were originally assigned to service on the Garfield Park Branch, precursor of today's Blue Line Congress Branch. They were transferred to the Ravenswood Branch (today's Brown Line) in 1957. The cars were refitted with pantographs and renumbered 51–54 for service on the Skokie Swift in 1964, where they finished their service life. The 5000-series was retired in 1986. Two are preserved: car 51 at the Fox River Trolley Museum, and car 52 at the Illinois Railway Museum.
6000-series
The 6000-series cars (numbered 6001–6720) were manufactured by the St. Louis Car Company of St. Louis, Missouri, and first delivered to the CTA in 1950. 130 were ordered originally with the series eventually totaling 720.
The 6000-series built upon the design of the 5000-series, using PCC technology and blinker doors. Unlike the 5000-series, the 6000-series units consisted of two cars coupled together in married pairs, the first series of "L" cars to be so designed.
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.
The 6000 series was in service on all of the CTA's routes except the Skokie Swift. 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. The 6000-series cars were used by SEPTA on the Norristown High Speed Line during the delays of the N-5 car deliveries. Most were replaced by the 2600-series cars, with those that didn’t being replaced by the 3200-series. The last of the 6000-series cars were retired on December 4, 1992.
1–50 series
The 1–50 series cars (numbered 1–50) were manufactured by the St. Louis Car Company of St. Louis, Missouri, and delivered to the CTA in 1959 and 1960. The cars were similar to the 6000-series design, but were double ended, single cars, as opposed to the 6000-series single ended, married pair configuration. The quarter point doors were adjacent to the operators cabs, allowing the operator to collect fares without leaving the cab. 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.
Originally assigned to the West-Northwest service, in later years these cars were found mainly on the Ravenswood, Skokie, and Evanston lines, cars on the latter two being equipped with trolley poles as those lines ran on overhead lines up until 2004 and 1973, respectively.
Ten of these cars were converted in five married-pair sets and renumbered 61a-b to 65a-b, and were utilized in Skokie service.
In general, they were replaced by the 3200-series around 1993, but intermittent service continued up until the last cars of the 1–50 series were retired in 1998. Seven cars of this series have been preserved by various railway museums.
2000-series
The 2000-series cars (numbered 2001–2180) were manufactured by Pullman-Standard of Chicago, and delivered to the CTA in 1964. Like the 6000-series before them, the 2000-series was built as married-pair sets. The cars had a number of modern features, including air conditioning, fluorescent lighting, large picture windows and sculptured fiberglass front ends for the car bodies. The car bodies were mainly aluminum. These cars were the start of the High Performance Family.
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.
The last 2000-series cars were scrapped after their final service on the Green Line on December 17, 1993.
The 2000-series had a short service life of only 29 years, with most of the cars in the series being scrapped in 1993. Two cars are preserved at the Illinois Railway Museum in Union, Illinois.
2200-series
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. 150 cars were ordered, and all delivered in 1969 and 1970. These cars were the last to feature the blinker door configuration, in which the doors to the train opened inward into the car rather than slide horizontally. These doors, which had a much narrower opening than the newer sliding doors, were unable to accommodate a wheelchair. Because of this, all 2200-series cars that ran in regular service on the Blue Line had to be coupled with a married pair of 2600-series cars, in order to comply with the Americans with Disabilities Act of 1990. In addition, during eight car operation on the Blue Line, the 2200-series cars were referred to as belly car service (which means that they are not at either end of the consist), with 2600-series cars on the ends of the train.
The 2200-series also featured fluted, unpainted stainless steel sides, a unique feature in the rolling stock until the delivery of the 3200-series.
Cars 2307 and 2316 were renumbered 2351 and 2352; 2351 was originally numbered 2307 and repaired after its mate 2308 was damaged in an accident at Addison station in 1976; 2352 was renumbered from 2316 and paired with 2351 after 2315 was damaged in a fire in the Skokie Shops yard in November 1977. Cars 2289 and 2290 were damaged in the 1977 Chicago Loop derailment on February 4, 1977. After the derailment cars 2289 and 2290 were later retired and scrapped.