Green Line (CTA)
The Green Line is a rapid transit line on the Chicago Transit Authority's "L" system. It is the only elevated route in the entire system, it utilizes the system's oldest segments, extending 20.695 miles with 30 stops between Forest Park and Oak Park, through Chicago's West Side to the Loop, to the South Side and West Englewood and Woodlawn. As of September 2012, the average number of weekday boardings on the Green Line was 70,554. Beginning at the yard and inspection facilities in Forest Park, the Green Line runs east through Oak Park towards the city on an embankment adjacent to Metra's Union Pacific/West Line tracks from the Harlem Avenue terminal, on the border of Oak Park and Forest Park, to a point just west of Laramie Avenue. Here the Green Line tracks leave the railroad embankment and continue east on a steel elevated structure directly above Lake Street, a major east–west thoroughfare; the "L" bridges a couple of railroad tracks before entering downtown Chicago at Clinton Street. East of Clinton Street, the route bridges Metra's Union Pacific railroad tracks and the Chicago River before joining the Union Loop "L" tracks at Wells Street.
In downtown Chicago, the Green Line operates over the famous Union Loop "L" structure along with Brown Line, Orange Line, Pink Line and Purple Line Express trains. However, Green Line trains operate both ways over the Lake Street and Wabash Avenue sides only, does not use the Wells Street and Van Buren Street sides of the Loop; the Green Line is the only line in the "L" system that has two entry/exit points to the elevated Loop, the only route that uses the Loop but does not terminate there. Its route uses the Wabash and Lake sides of the Loop, which are used by the Orange, Pink and Brown Lines, which operate around the Loop and return to their route terminal. Leaving the Loop at Tower 12, the tracks continue along Wabash Avenue and follows an "S" curve to the west and south now following the alley between Wabash Avenue and State Street to 40th Street; this 3.8 mile section is the oldest part of Chicago's "L" system. On this segment, the Green Line shares tracks with the Orange Line between the 17th Street.
Passengers can transfer between the two lines at Roosevelt/Wabash station. The other stations on this section are at Cermak–McCormick Place and 35th–Bronzeville–IIT, adjacent the Illinois Institute of Technology campus and the Chicago Police Department Headquarters. At 40th Street, the route turns east to Indiana station turns south between Calumet and Prairie Avenues to the Garfield station and continues south to 59th Street where the route splits into two branches—the Englewood branch and the Jackson Park branch. Prior to 1994 the East 63rd branch extended as far east as Stony Island Avenue, it was shortened to University in 1982 and Cottage Grove in 1996. The Ashland branch continues south and west following 59th Street, Princeton Avenue and 63rd Street to the Ashland terminal in West Englewood; the yard and inspection shop lie to the south between the old Racine station and the Ashland/63rd terminal. The "L" tracks continues west to a stub end at Hermitage Avenue, a prediction for a future extension of the route westward, those plans were cancelled in the late 1970s.
Prior to 1992, the Englewood branch had two additional stops at Wentworth and Harvard, closed by the CTA for service cuts. Halsted/63rd is the only remaining stop on the 3.1 miles route. The Englewood branch was permanently renamed the Ashland branch as of March 2013 according to the CTA; the Jackson Park branch continues south from the mainline between Calumet and Prairie Avenues, passing the old yard and inspection facilities at 61st Street in Washington Park. South of here, the route curves east over 63rd Street and follows it to the current terminal at Cottage Grove/63rd in Woodlawn. Prior to 1994, the Jackson Park branch of the Green Line once terminated at University/63rd and before that, at Stony Island/63rd from 1893 until 1982. In addition to losing the University/63rd station, the Jackson Park branch lost the 61st Street station and the 58th Street station in 1994; the Green Line operates between Harlem/Lake and Cottage Grove, weekdays from 4 a.m. to 1 a.m. and Saturdays and Sundays from 5 a.m. to 1 a.m. and between Harlem/Lake and Ashland/63rd, weekdays from 3:50 a.m. to 1:05 a.m. and Saturdays and Sundays from 4:50 a.m. to 1:05 a.m.
On the trunk of the Green Line between Harlem/Lake and Garfield, headways operate weekdays at seven to twelve minutes during rush hour and early evening, ten minutes middays. On the weekends, Saturday service operates every ten minutes all day, with Sunday service operating every twelve minutes all day. Night service after 10 p.m. operates every 15 minutes. On the Ashland/63rd and Cottage Grove branches, headways double to 15-30 minutes throughout service times; the Green Line is operated with the Bombardier-built 5000-series railcars. The 5000-series cars began running on the Green Line on July 1, 2012 after the Pink Line became equipped with the new cars; as additional 5000-series cars were assigned to the Green Line, the remaining 2400-series cars were reassigned to the Red and Orange Lines to finish their service lives. 2600-series and 3200-series railcars were used on the Green Line, though these were loaned from the Blue and Orange Lines, only when the Green Line was short on cars. With the 5000-series cars now equipping the Green Line fleet after the last of the 2400-serie
Brown Line (CTA)
The Brown Line of the Chicago "L" system, is an 11.4-mile route with 27 stations between Chicago's Albany Park neighborhood and downtown Chicago. It runs above ground and is entirely grade-separated, it is the third-busiest'L' route, with an average of 63,481 passengers boarding each weekday in 2017. Before CTA lines were color-coded in 1993, the Brown Line was known as the Ravenswood Route. Accordingly, the Kimball-Belmont shuttle service was called the Ravenswood Shuttle; 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 Street 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, a decision that exposes wayward pedestrians to the risk of electrocution.
A fatal accident in 1977 involving a intoxicated Korean immigrant who attempted to urinate on the third rail at the Kedzie station resulted in a famous Illinois Supreme Court decision in 1992 affirming a verdict of $1.5 million against CTA. 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 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 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/Franklin.
Running over Franklin 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. 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 exits the loop, heading towards the Kimball Avenue station. 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 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 six to twelve minutes during nighttime. On weekends, early morning service operates every fifteen minutes increases to seven to eight minutes on Saturdays during the day and ten minutes on Sundays during the day 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; the Brown Line is operated with the 3200-series railcars. The Brown Line operate using four cars at other times on weekdays and all day on weekends and eight cars during weekday rush hours; the Brown Line's 3200-series cars are to remain in service on the line until at least the late 2020s, where they will be replaced by the new 7000-series cars if all options are picked up, otherwise the Brown Line's 3200-series cars will remain in service on the line until the 2030s if the options are not picked up.
In the meantime, CTA is in the process of overhauling the 3200-series cars with color LED destination signs, new air conditioning systems, rebuilt propulsion systems, passenger door motors, wheel/axle assemblies. The 3200-series rehabilitation began in 2015 and was completed in 2018; that year, some of the Brown Line's 3200-series cars will be transferred to the Blue Line, with some of the Orange Line's 2600-series cars being transferred to the Brown Line. Beginning March 30, 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. Prior to this, although ridership warranted eight cars on the Brown Line during weekday rush hours, most stations on the line couldn't berth longer than six cars. Six cars are standard on the Brown Line
Purple Line (CTA)
The Purple Line of the Chicago Transit Authority is a 3.9-mile route on the northernmost section of the Chicago "L" rapid transit system. It extends south from Linden Avenue in Wilmette, passing through Evanston to Howard Street, on Chicago's north side. In 2016, the average weekday boardings on the Purple Line was 10,187. During weekday rush hours, the Purple Line extends another 10.3 miles south from Howard Street to downtown Chicago running express from Howard Street to Belmont Avenue, with a single stop at Wilson Avenue, making all local stops to the Loop. The express service is known as the Purple Line Express. Prior to the color-coding of CTA rail lines in 1993, the Purple Line was known as the Evanston Line, Evanston Service or Evanston Shuttle, the Purple Line Express was called the Evanston Express; the Purple Line is useful for reaching Northwestern University, including the sports facilities Ryan Field, Rocky Miller Park, Welsh-Ryan Arena, Canal Shores Golf Course all at the Central Street stop and the Bahá'í House of Worship at the Linden stop.
The selection of purple as the line's color was from Northwestern's official school color being purple. Beginning at Linden Avenue in Wilmette, which contains a small storage yard and car service shop, the Purple Line traverses the North Shore area on private right-of-way which begins at street grade. Running southeasterly from Wilmette, the line rises past Isabella Street on the Wilmette-Evanston border bridges the North Shore Channel north of Central Street, the first stop in Evanston; the line, now on an elevated embankment, curves southward parallel to Sherman Avenue. Continuing south, the line enters downtown Evanston and stops at Davis Street curves southeasterly again to parallel Chicago Avenue and Metra's Union Pacific Railroad right-of-way to Clark Street just north of the CTA's Howard Yard facilities. Here the line crosses through the yard area before the junction with the Red Line and the Yellow Line; the tracks are split on grade separated structures to allow Yellow Line trains to enter the junction from the west.
South of the yard lies the Howard Street terminal, where Red and Yellow Line trains all terminate. There are four operational tracks starting at Howard Street. During weekday rush hours, the Purple Line runs express on the outer tracks, skipping all stops until Wilson Avenue, to Belmont Avenue. From Belmont Avenue to Armitage Avenue, the Purple Line and Brown Line share the outside tracks and both make all stops along the route. From just south of Armitage Avenue to just north of Chicago Avenue, they are on a two track line on a 4-track structure. After the North Shore Line ceased operations in 1963, the outer tracks in this area were used and received next to no maintenance; the original routing of the Purple Line Express is clockwise around the Inner Loop track via Lake-Wabash-Van Buren-Wells, making all Loop stops before returning to Merchandise Mart and making all stops northbound to Linden. Beginning April 2, 2007, the Purple Line Express was rerouted onto the Outer Loop track along with the Brown Line due to the construction at the Belmont and Fullerton stations.
Prior to this, Purple Line Express trains were diverted to the Outer Loop track in the event of emergencies or signal problems in the Loop. On December 4, 2008, the CTA announced that the Purple Line Express would return to the original Inner Loop routing on December 29. If a problem occurs between the Loop and the Fullerton station, the Purple Line is routed into the subway, following the Red Line to Roosevelt Road before returning north. For several years, inbound afternoon Purple Line Express trains stopped at Addison Street on the Red Line before weekday evening Chicago Cubs baseball games, in order to provide direct service to Wrigley Field for passengers from northern Chicago and Skokie. However, trains had to cross over to the inner Red Line tracks, as there is no platform access to the outer tracks at Addison; as a result of the Brown Line construction and in effort to minimize delays, trains now stop one station north at Sheridan Road before evening Cubs games. The station was constructed with two island platforms that can access the express tracks, eliminating the need for trains to switch over.
During its weekday rush hour route, the Purple Line Express is one of only two'L' lines to have transfers to every other line, the other being the Red Line. The Purple Line stations at Davis and Main are to the east of their Metra counterparts, while the Washington/Wells, Quincy, LaSalle/Van Buren and Washington/Wabash stations on the express leg are within walking distance of Metra trains at Ogilvie Transportation Center, Union Station, LaSalle Street Station and Millennium Station, respectively; the Purple Line is operated with the Bombardier-built 5000-series railcars. Until late May 2014, the 2400-series cars were assigned to the line. In spring 2007, small numbers of 3200-series railcars were transferred to the line, replacing the 2600-series railcars transferred to other lines, the 3200-series cars have since been returned to their original line assignments; the 2600-series cars were assigned to the line until early January 2013 when they were transferred to the Red and Blue Lines. However, beginning in October 2013, CTA has started to reassign the 2600-series cars back to the line as they get displaced by the new Bombardier-built 5000-series cars on the Red Line.
Beginning in April 2014, CT
The Loop (CTA)
The Loop is the 1.79-mile long circuit of elevated rail that forms the hub of the Chicago "L" system in Chicago, Illinois. As of 2012, the branch has served 74,651 passengers every weekday; the Loop is so named because the elevated tracks loop around a rectangle formed by Lake Street, Wabash Avenue, Van Buren Street, Wells Street. The railway loop has given its name to Chicago's downtown, known as the Loop. Numerous accounts assert that the use of this term predates the elevated rail, deriving from the multiple cable car turntables, or loops, that terminated in the district, those of two lines that shared a loop, constructed in 1882, bounded by Madison, Wabash and Lake. However, transportation historian Bruce Moffat has concluded that "The Loop" was not used as a proper noun until after Charles Yerkes' 1895–97 construction of the elevated structure; the Loop includes eight stations: Clark/Lake and State/Lake are on the northern leg. In 2011 20,896,612 passengers entered the'L' via these stations.
Five of the eight'L' lines use the Loop tracks: The Purple Line Express and the Brown Line enter from the north at the northwestern corner. The Purple Line Express makes a full circuit in the clockwise direction while the Brown Line makes a full circuit traveling counterclockwise; the Orange Line enters from the south at the southeastern corner and the Pink Line enters from the west at the northwestern corner. Following the completion of a full circuit in their directions, trains of these four lines return to their terminals making stops in the reverse order they made when heading to the Loop; the Green Line runs in both directions but does not make a full circuit, using only the north and eastern sides of the Loop to move between the Lake Street branch and the South Side Elevated. Two of the remaining three lines, the Blue Line and the Red Line, run underground through the center of the Loop, connecting to Loop stations; the Yellow Line is the only CTA line that does not connect to the loop.
Two towers exit from the Loop. Tower 12 stands at the southeastern corner. Tower 18 stands watch over the three-quarter union located at the northwestern corner, which at one time was billed as the busiest railroad interlocking in the world; the current Tower 18 was placed into service on May 19, 2010, replacing the former modern tower on that site, built in 1969. Prior to construction of the Union Loop, Chicago's three elevated railway lines—the South Side Elevated Railroad, the Lake Street Elevated Railroad, the Metropolitan West Side Elevated Railroad—each had their own terminal on the edges of downtown Chicago. Charles Tyson Yerkes masterminded the linking of these railroads; the Union Loop was constructed in separate sections: the Lake Street'L' was extended along the north side in 1895. There were 12 stations, with three stations on each side; the construction of the west-leg of the Union Loop over Wells Street required the removal of the southern platform of the Fifth/Lake station. The addition of the Northwestern Elevated Railroad caused the removal of the rest of the station as the remaining platform sat across the new road's entry point.
This left two on the north leg of the loop and three on each other leg. The Loop was born in political scandal: upon completion, all the rail lines running downtown had to pay Yerkes's operation a fee, which raised fares for commuters; this lists each station beginning at the northwest corner and moving counterclockwise around the loop: south along Wells Street, east along Van Buren Street, north along Wabash Avenue, west along Lake Street. History of the Loop 1977 Chicago Loop derailment Chicago Central Area Transit Plan Wells Street Terminal Historic American Engineering Record No. IL-1, "Union Elevated Railroad, Union Loop" Loop Elevated at Chicago-L.org
The Chicago "L" is the rapid transit system serving the city of Chicago and some of its surrounding suburbs in the U. S. state of Illinois. Operated by the Chicago Transit Authority, it is the fourth-largest rapid transit system in the United States in terms of total route length, at 102.8 miles long as of 2014, the second-busiest rail mass transit system in the United States, after the New York City Subway. In 2016, the "L" had 1,492 rail cars, eight different routes, 145 train stations; the "L" provides 24-hour service on some portions of its network and is one of only five rapid transit systems in the United States to do so. The oldest sections of the Chicago "L" started operations in 1892, making it the second-oldest rapid transit system in the Americas, after New York City's elevated lines; the "L" has been credited with fostering the growth of Chicago's dense city core, one of the city's distinguishing features. It consists of eight rapid transit lines laid out in a spoke–hub distribution paradigm focusing transit towards the Loop.
The "L" gained its name because large parts of the system run on elevated track. However, portions of the network are in subway tunnels, at-grade level, or in open cuts. In a 2005 poll, Chicago Tribune readers voted it one of the "seven wonders of Chicago", behind the lakefront and Wrigley Field, but ahead of Willis Tower, the Water Tower, the University of Chicago, the Museum of Science and Industry; the first "L", the Chicago and South Side Rapid Transit Railroad, began revenue service on June 6, 1892, when a steam locomotive pulling four wooden coaches, carrying more than a couple of dozen people, departed the 39th Street station and arrived at the Congress Street Terminal 14 minutes over tracks that are still in use by the Green Line. Over the next year, service was extended to 63rd Street and Stony Island Avenue the Transportation Building of the World's Columbian Exposition in Jackson Park. In 1893, trains began running on the Lake Street Elevated Railroad and in 1895 on the Metropolitan West Side Elevated, which had lines to Douglas Park, Garfield Park, Humboldt Park, Logan Square.
The Metropolitan was the United States' first non-exhibition rapid transit system powered by electric traction motors, a technology whose practicality had been demonstrated in 1890 on the "intramural railway" at the World Fair, held in Chicago. Two years the South Side "L" introduced multiple-unit control, in which the operator can control all the motorized cars in a train, not just the lead unit. Electrification and MU control remain standard features of most of the world's rapid transit systems. A drawback of early "L" service was. Instead trains dropped passengers at stub terminals on the periphery due to a state law at the time requiring approval by neighboring property owners for tracks built over public streets, something not obtained downtown; this obstacle was overcome by the legendary traction magnate Charles Tyson Yerkes, who went on to play a pivotal role in the development of the London Underground, and, immortalized by Theodore Dreiser as the ruthless schemer Frank Cowperwood in The Titan and other novels.
Yerkes, who controlled much of the city's streetcar system, obtained the necessary signatures through cash and guile—at one point he secured a franchise to build a mile-long "L" over Van Buren Street from Wabash Avenue to Halsted Street, extracting the requisite majority from the pliable owners on the western half of the route building tracks chiefly over the eastern half, where property owners had opposed him. The Union Loop opened in 1897 and increased the rapid transit system's convenience. Operation on the Yerkes-owned Northwestern Elevated, which built the North Side "L" lines, began three years essentially completing the elevated infrastructure in the urban core although extensions and branches continued to be constructed in outlying areas through the 1920s. After 1911, the "L" lines came under the control of Samuel Insull, president of the Chicago Edison electric utility, whose interest stemmed from the fact that the trains were the city's largest consumer of electricity. Insull instituted many improvements, including free transfers and through routing, although he did not formally combine the original firms into the Chicago Rapid Transit Company until 1924.
He bought three other Chicago electrified railroads, the Chicago North Shore and Milwaukee Railroad, Chicago Aurora and Elgin Railroad, South Shore interurban lines, ran the trains of the first two into downtown Chicago via the "L" tracks. This period of relative prosperity ended when Insull's empire collapsed in 1932, but in the decade the city with the help of the federal government accumulated sufficient funds to begin construction of two subway lines to supplement and, some hoped, permit eventual replacement of the Loop elevated; the construction of the Subway created the necessity to tunnel under the Chicago River. The State Street Subway opened on October 17, 1943; the subways were constructed with a secondary purpose of serving as bomb shelters, as evidenced by the close spacing of the support columns. The subways bypassed a number of tight curves and circuitous routings on the original elevated lines, speeding service for many riders. By th
54th/Cermak is a station on the Chicago Transit Authority's'L' system, serving the Pink Line, is the western terminus of this line. It was the terminus of the former Cermak branch of the Blue Line, it is located at Laramie Avenues in Cicero, Illinois. It is the only terminal with only one track used for service. Trains board on the eastern half of 54th/Cermak station and unload on the western half. Known as the Cicero-Berwyn Terminal, it is located about 1 mile from the city of Berwyn. Tracks continue westward to the maintenance and storage yard for Pink Line trains. CTA 21 Cermak N60 Blue Island/26th Pace 316 Laramie Avenue 322 Cermak Road/22nd Street 771 Brookfield Zoo Express/CTA Pink Line Media related to 54th/Cermak at Wikimedia Commons 54th/Cermak Station Page at Chicago-L.org CTA Pink Line 54th/Cermak Station Page CTA - Train schedule: PinkRidership figures, 2009 Laramie Avenue entrance from Google Maps Street View
Millennium Station is a major commuter rail terminal in downtown Chicago that serves the Metra Electric District to University Park, Blue Island, South Chicago. Located under Millennium Park, the terminal was established in the 1800s by the Illinois Central Railroad, it was rebuilt in the early 21st century and is now owned by the Northeast Illinois Regional Commuter Railroad Corporation. Not counting commuters on the South Shore Line, over 18,000 people board Metra trains at Millennium Station each day. During peak periods, trains leave the terminal as as twice a minute, it is the third-busiest train station in Chicago. As Great Central Station, Randolph Street terminal, along with Van Buren Street a few blocks south, was IC's primary downtown Chicago terminal until the completion in 1893 of Central Station just south of Grant Park at today's Roosevelt Road, it still was of secondary importance. Its importance increased in 1926 with the electrification of commuter services on IC's main line and its Blue Island and South Chicago branches.
Commuter trains from all three branches were now routed into the Randolph Street terminal, while intercity traffic continued to terminate at Central Station. The station platforms were exposed and the ticketing facilities and the waiting room were located in the attached facility; the construction of Millennium Park placed the entire station "underground." Randolph Street Station existed in a state of perpetual construction from the mid-1980s until 2005: exposed steel girders covered in flame retardant, unpainted plywood walls, bare concrete floors, dim utility lights created a notoriously unfriendly, cave-like environment. Skidmore and Merrill was the architect for the station redesign. With the completion of construction in 2005, the station was renamed Millennium Station. CTA 3 King Drive 4 Cottage Grove 6 Jackson Park Express 19 United Center Express 20 Madison 26 South Shore Express 60 Blue Island/26th N66 Chicago 124 Navy Pier 143 Stockton/Michigan Express 147 Outer Drive Express 148 Clarendon/Michigan Express 151 Sheridan 157 Streeterville/TaylorPace 855 Plainfield-East Loop ExpressChicaGo Dash Shuttle Service between Downtown Chicago and Valparaiso Millennium Station serves as a nexus of several Chicago Pedway connections, which links it to several hotels, residential buildings, office buildings, "L" stations and other notable locations.
The pedway itself hosts a number of shops and services. While some portions of the system remain open at all hours, most close by 7:00 PM on weekdays and 6:00 PM on the weekends, rendering a significant portion of the system unusable during non-business hours. Smurfit–Stone Building Chicago Cultural Center The Heritage at Millennium Park Washington/Wabash station Macy's Lake/State station Block 37 Washington/Dearborn station Richard J. Daley Center Cook County Building Jay Pritzker Pavilion Two Prudential Plaza Aon Center Lakeshore Athletic Club Fairmont Hotel Park Millennium Condominiums Aqua building Boulevard Towers Illinois Center Hyatt Regency Chicago Columbus Plaza Renaissance Hotel Swissotel Chicago Aqua building In the 2008 film The Dark Knight, there is a brief shot where the Batpod is driven through Millennium Station's concourse during a chase scene. Chicago Millennium Station Millennium Station at Randolph Street Randolph Street entrance from Google Maps Street View City of Chicago Millennium Park Millennium Park map City of Chicago Loop Community Map