The examination included necessary repairs to improve its structural integrity and redesign measures to bring the station up to modern mass-commuting standards. In 1991 Metra purchased the train shed from Chicago and North Western and conducted a survey to determine the condition. 1991 rehabilitation Rehabilitation progress in 1994 Metra service was maintained with only minor interruptions during construction – following the example of the demolition and replacement of New York Penn Station. In 1984, the head house was razed and replaced with the glass-and-steel 42-story Citicorp Center (now Accenture Tower), which was completed three years later in 1987. In 1939, there were 38 inter-city departures each business day. Other less famous trains such as the Corn King Special (Omaha), Viking (Milwaukee, Green Bay, and Minneapolis/St Paul), and Columbine (Denver). Until October 30, 1955, it was also the Chicago terminus of the trains the Union Pacific ran in conjunction with the C&NW, including the Overland Limited and the famed City trains ( City of San Francisco, City of Los Angeles, Portland Rose) (operations of all Union Pacific intercity passenger trains would be turned over to the C&NW's rival, the Milwaukee Road). In addition to the main concourse on the upper level, there was a street-level concourse for commuters.ĭuring the heyday of rail travel, the Chicago and North Western Terminal was home to the C&NW's trains to Milwaukee, Minneapolis-St Paul, Madison and other cities of the upper Midwest, including the railroad's premier 400 series of trains. 26 meters) to its barrel vaulted ceiling. The centerpiece of the upper level was a stately waiting room, measuring 201 by 202 feet (34 by 62 meters), and rising 84 feet (approx. The station's 16 tracks were elevated above street level and "reached by six approach tracks and sheltered under an 894-foot-long Bush train shed." The upper level of the head house housed a concourse and other facilities for intercity passengers, including "dressing rooms, baths, nurses and matrons rooms, and a doctor's office". At the time, this was the largest building ever moved. The Tyler & Hippach Mirror Company Factory was moved 168 feet east and 52 feet south to make room for the station's construction. The new station, in the Renaissance Revival style, was designed by Frost and Granger, also the architects for the 1903 LaSalle Street Station. The Chicago and North Western Railway built the Chicago and North Western Terminal in 1911 to replace its Wells Street Station across the North Branch of the Chicago River. It is the second busiest rail station in Chicago, after nearby Union Station, the sixth-busiest railway station in North America, and the third-busiest station (after Grand Central Terminal and Jamaica station in New York City) that exclusively serves commuter traffic. The modern building occupies two square city blocks, bounded by Randolph Street and Madison Street to the north and south and by Canal Street and Clinton Street to the east and west. The old CNW terminal building was replaced in the mid 1980s with a modern skyscraper, the 500 West Madison Street building. The tracks are elevated above street level. Intercity services had disappeared by the 1970s, but commuter services on the three ex-CNW mainlines, Metra's UP District lines, continue to terminate here. For the last century, this site has served as the primary terminal for the Chicago and North Western Railway and its successors Union Pacific and Metra. Ogilvie Transportation Center ( / ˈ oʊ ɡ ə l v iː/), on the site of the former Chicago and North Western Terminal, is a commuter rail terminal in downtown Chicago, Illinois.
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