First CTA Starbucks to open this year at North/Clybourn station

Does anyone else remember the dank, drab, dreary “L” station that used to sit at North and Clybourn on the CTA’s Red Line?

Well that’s in the past, as the gentrification is now complete with Friday’s announcement the CTA was granting its first-ever Starbucks lease for a space that’s not even 1,000 square feet at the North-Clybourn station.

From the CTA press release:

A total of 32 bids were received for the 776-square-foot location at 1599 N. Clybourn Avenue. Starbucks submitted the highest bid per square foot for the 10-year lease, with options to extend the agreement after the initial term. Annual rent for the first five years is projected at $75,000 per year with 10% increases at year six and at the beginning of the first and second year options. The third and fourth option terms will be determined by appraisal. The total 10-year base term lease is projected to generate $787,500.

Of course, the gentrification in that corridor has been happening for many years, with businesses such Crate and Barrel, the Container Store, and especially the Apple Store opening there. Apple funded the $4 million remake of the station house. And now Apple customers can get their lattes in the station before shopping at the Apple store.

CTA adjusts parking rates

Also on Friday, the CTA board changed some parking rates at its eight of its Park and Ride lots, depending on how busy the lots have been.

Rates were decreased by $2 to a $2 daily rate at Garfield, Ashland and 63rd, 54th and Cermak, and 48th and Kedzie.

Rates were increased by $1 to $5 a day at Halsted and Archer, 35th and Archer, 51st and Pulaski, and Kimball and Lawrence.

These rates will charged beginning May 1.


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  • Did I only dream it, or was that station actually closed for a few years, then reopened?

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    In reply to CCWriter:

    According to, it was a part-time station from 1982 to 1995 – no nights and weekends until 1991, and then it got owl service back in '95. Grand/Milwaukee was actually closed for a while, though.

  • I doubt if a price cut will increase the number of cars that park at Garfield.
    I've never seen more than 15 cars there during the day.
    The neighborhood is crap & it's unlikely most people want to leave their car in a place like that.

  • In reply to ScooterLibbby:

    Ashland and 63rd is still a transit hub, but usage wise, not what it used to be--by a long shot, either.

    However, if CTA does something to disrupt service on the south Red Line next year, maybe people will be induced to use either. Nah.

  • In reply to jack:

    If they due shut down the Dan Ryan for reconstruction & divert the trains to the old South Side Mainline, then there will be 20 cars parked at Garfield.

    There would however be a large jump in usage for the 63rd/Ashland station & I'll bet they'll divert some bus routes to there or even set up a shuttle service from 95th to Garfield.

  • In reply to ScooterLibbby:

    I duked this out with a would-be Woodward and Bernstein on, who first said that the shuttles would be from 63rd and Ashland, but when I said that that it would involve an extra four miles (to go back and forth between State and Ashland, 2 miles each way) and Garfield made more sense, suddenly his story became Garfield. Then some hanger-on went with that and said that Pace would also extend 352, 353, and 359 to Garfield, to which my response was that YOU KNOW that Emanuel and Claypool won't talk to Pace and certainly will not give Pace the money to extend their routes by 40 minutes to an hour each trip (an extra 10 miles round trip).

  • In reply to jack:

    The farthest south I ride on the Red is Garfield & on the Green I go to 63rd/Cottage.
    So my question is, do the Pace buses come in to 95th full, or are there empty seats?
    If there are empty seats, then it would make sense to consolidate the riders onto either fewer Pace buses or run express shuttles from 95th to Garfield/Green Line, which could handle the additional load without too much of a problem as long as the inbound side escalator is working.

    It's obvious why they would run displaced Red Line trains to Ashland, it has 1000 feet of double track west of the station that can hold at least 2, eight car trains on each track & the single island platform makes it far easier to load & go trains faster.

  • In reply to ScooterLibbby:

    352 and 381* are the two highest ridership routes on the entire Pace system. While I don't ride them, a driver once posted that 352 justified an artic. Of course, he said, even back then "The only good NABI is the one on the scrap line." That predated 226 of CTA's going there.

    The issue I raised was not how Pace could conceivably consolidate its runs (and those two probably couldn't), but that CTA's Mark Felt had not indicated that Pace would be willing to do so, given that Pace has cut back all of its downtown service except the Bus on Shoulder Routes, and that, as I indicated above, CTA hasn't indicated that it would reimburse Pace for messing up its schedule to the necessary extent.

    And, obviously, the issue is not where they would turn around the trains, but where the bus transfer would be.
    *I suppose that 381 could be diverted to 63-Ashland in that it once went to 63-Halsted, but again that entails a longer trip, although not as much as rerouting anything else feeding 95th, in that the two miles would at least take it to Ashland-79. Of course, Pace could also route 381 to Western-79 and tell the riders to fend for themselves on CTA from there.

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