He did his Bachelor of Arts from University of Calcutta in He started out by translating the short stories of Gujarati writer Shivkumar Joshi , in Hindi, under the pen name Madhu Rye. He taught for a brief period and worked in a machinery concern for few years. He wrote his first short story for a contest under the pen name "Madhu Rye" and won second prize. In , he, along with his wife, moved to the US to study for a MA in continuing education with special emphasis on creative writing at the University of Evansville , Evansville , Indiana. He now lives in New Jersey , and has edited the Gujarati short story magazine Mamata since

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Status: In Use History: This circa view of the Kimball Avenue terminal shows just how rapidly the community had developed in a few short years. In the right background is the inspection shop which could handle only two cars at a time.

Recently-delivered Baldie series cars are stored in the yard. For a larger view, click here. Photo from the Krambles-Peterson Archive When the Northwestern Elevated Railroad built its Ravenswood branch in , Kimball was selected as the terminal for the line. When the line and station were built, the neighborhood was underdeveloped to say the least. By , the area around the terminal had gained a rapidly growing residential community and by the late teens, a thriving commercial district had sprung up around Kimball and Lawrence.

Today, the commercial district still exists. The Kimball station was put into service December 14, , seven months after the rest of the line. The structure was designed by architect Arthur U. Gerber, a veteran of "L" station designing.

The bungaloid structure featured massive, low-pitched, half-timbered gables. Gerber later designed an identical building for the Linden terminal of the Northwestern Elevated in February , but it was rejected.

Initially, shuttles were run from Kimball to Loop-bound trains as Western , which had served as the temporary terminal. In , rush hour expresses were run to the Loop from Kimball. Originally, the station featured a single island platform, served on the west by a stub track and on the east by another track that looped back to allow easy dispatching without changing ends.

Later, this loop was removed and shortened to another stub serving the island platform. A third lay-up track and a side platform were later added to the east of the other two station tracks. The interior of Kimball station is seen looking south on November 2, , only a couple years before its reconstruction.

Many considered the old station house cozy and intimate, but others felt it was dark and uninviting. Note that there are no turnstiles. This was not unheard of at stations as late as the s. On December 10, , an unmanned entrance-exit turnstile to the new Kimball parking lot began operation, although the lot was not yet open.

The lot was paved with asphalt and cinders, with railroad ties used for parking bumpers. The others existing at the time -- at Desplaines , 54th Avenue , and Linden -- were free to use though they too would later levee a fee. The tokens different from fare tokens, were 23mm in diameter, about. The lot was encircled by a cyclone fence and had space for automobiles. Some yard tracks were removed and others reconfigured to make room for the lot, which was within the yard area.

The lot was later reconfigured, with another lot along the Lawrence Avenue sidewalk added, and completely paved. In , the CTA rebuilt the interlocked crossovers at the entrance to Kimball station. The old mechanical interlocking plant was replaced with an all-electric interlocking machine, which was placed in service on September 2, A new brick tower was built as part of the project. The station, although historic and somewhat charming in its quant Craftsman design, was relatively small and had been modified several times over the decades.

Therefore, in spite of budgetary woes that were forcing fare increases and service reductions during the same period, the CTA decided to rebuilt the terminal. These stations -- whose design goals included improved visibility and security, ease of cleaning, and more comfortable working conditions for CTA employees -- were considered the latest, most modern concept in station design at the time.

Just a few days before the fare controls came into use, CTA personnel are installing turnstiles in the new Kimball station looking west on September 11, The open plan design of the new station is evident. The trainroom and certain other walls were executed in tan brick, but the fare control area was enclosed by full-height glass curtain walls framed by white-painted steel. The open plan station had no front or rear doors.

Unlike the Kennedy-Dan Ryan stations, overhead lighting was recessed into a plastered ceiling. Ticket agent booths and fare controls were stainless steel. The reconstructed station included new island platform projecting southward from the fare control area a third side track was also present, but the side platform servicing this track was not result as part of the project. The platform featured a concrete deck with clay tile edging, a rectilinear box-frame steel canopy supported by a center row of columns painted white with a plaster ceiling and recessed lights, and stainless steel windbreaks and benches.

The intent of the station was to be open and uncluttered, with brightly lit interior spaces, durability, safety, and maximum efficiency of movement. The new station included "a ramp for persons finding it difficult to climb stairs and a waiting room with infrared heating fixtures," according to CTA Transit News.

As construction progressed, on January 22, the fare controls were temporarily relocated onto the platform to allow the station house to be demolished. During construction, the island platform was also closed so that it could be reconstructed, with trains utilizing the side platform and lay-up track. The new Kimball station house opened for passenger use on August 15, , with the new fare controls coming into use a month later on September Dedication ceremonies for the new Kimball terminal -- called "the newest thing in Chicago transportation terminal" in CTA Transit News -- were held on October 23, A concert by the Roosevelt High School band preceded the speaking program.

A view of Space Junction of Energy, showing its context within the rest of Kimball station, looking south. Photo by Graham Garfield At the dedication, Chairman Pikarski declared, "Construction of the terminal represents another major step in the ongoing program to renew and modernize our public transportation system.

This site-specific sculpture was integrated with the system of ramps and stairs that links the station house with the platforms, and was an excellent example of the successful integration of public art with the design of a transit space.

Space Junction of Energy was the first specially-created artwork designed for and installed in a CTA rail station. Said Jacquard at the opening ceremony, "It represents a paradox -- cubes through space. As one walks around the work, it becomes an energizer for the mind. Circa , the maintenance shop in Kimball Yard was rebuilt. The shop was adjacent to the lay-up track and side platform, so these were reconstructed as part of the project. Upon completion, Kimball station featured a new concrete deck side platform in addition to the built island platform, although the side platform continued to typically only be used for lay-ups or during rush hour.

The back wall of this platform was the west elevation of the shop building. Over several weekends in September , from to hours, west and east pockets at Kimball terminal taken out of service for platform replacement work. During these period, all trains arrived and departed from the side platform as crews renewed the island platform, replacing the concrete decking with new wood flooring.

The construction contractors lost little time getting to work, as this view into the Kimball station house through the fencing in front of the station shows. The interior has been gutted for reconstruction in this October 1, view looking southwest. However, in May , CTA received construction bids for the project that substantially exceeded the budget. As such, the Chicago Transit Board voted on June 9, to reorganize the project into several discrete pieces to help attract more competitive construction bids.

Station renovation work was modified and grouped into five separate packages according to location to help reduce the overall cost of station construction.

Station designs were also revised to reduce costs. Most changes concentrated on non-customer areas such as reducing the size of janitor closets, employee restrooms, electrical rooms and communication rooms. Other areas that were studied for cost reduction were standardizing common station elements, the use of less expensive materials, canopy designs and coverage, and temporary station closures to provide contractors better access to the sites.

At Kimball, the modifications to the station are relatively simple, since the station was reconstructed relatively recently and was already ADA accessible.

The island platform was simply extended 50 feet to the south and 25 feet to the north to accommodate the extra two cars of future 8-car trains. The latter extension required reconfiguration of the existing ramp and relocation of the Space Junction of Energy art sculpture.

Besides this, the only other work being done at Kimball are modest renovations and a rehabilitated fare control area, with new flooring -- granite at the turnstiles and concrete elsewhere -- and a new Customer Assistant booth. Francisco and Kimball closed for renovation at 10pm Friday evening, September 15, Kimball was closed for just under four months.

After Kimball closed, Kedzie was the last passenger stop and all passengers entered and went out of service there.

Platform personnel were assigned to Kedzie to help clear passengers from the trains. Trains, however, ran empty to Kimball, where one station pocket remained open while the terminal was closed to allow trains to turn around and crews to take breaks in the terminal trainroom. To allow for crossover and signal replacement, the northbound mainline track was also removed from service between Spaulding and Kimball Interlocking for a few months, requiring northbound trains to enter Kimball through the yard lead.

From September to November , gatemen were assigned to Kedzie and Spaulding grade crossings to manually operate the gates during peak hours, as backlogs of trains would sometimes develop waiting to get into Kimball resulting in the crossing gates being kept down for inordinately long periods of time if the crossings were on automatic mode. This represented the first regular assignment of crossing gatemen to these locations since the s.

This December 22, view of the Kimball island platform shows that the southward extension was largely complete by the end of The end railing, access stairs, canopy signals, and new ceiling are the chief items yet to be completed.

The change in wood decking color clearly marks where the old platform ends and extension begins. Photo by Graham Garfield To accomplish work on the at-grade stations, the CTA enacted a handful of linecuts -- times when Brown Line service terminated temporarily at Western station, with service between Western and Kimball provided by free shuttle buses and occasionally shuttle trains single-tracking between Western and Kedzie.

By mid-December , the side and island platform extensions to the north into the former station area were complete, as were the extension of the tracks and installation of the new bumping post.

The platform support steel and canopy structural for the south extension of the island platform were also in place. Work had begun in the fare control area, with the installation of conduit and HVAC, installation of the new stainless steel Customer Assistant booth, and pouring of the new concrete flooring. By the end of December, the south extension of the island platform was well underway.

The concrete foundation and steel supports of the platform extension were completed. The wood decking had been installed and the canopy had been extended three bays. The canopy extension was designed to match the covering. The new ADA-compliant concrete ramp from the fare control area to the platform was also installed, although it was now a simple switchback rather than the larger, spiral ramp in the station.

Crews worked hard during the first two weeks of January to ready the station for reopening. The fare controls were reinstalled a week before reopening.

The renovated Kimball fare control area is seen looking southwest on January 25, , two weeks after reopening. The new CA booth is visible, as is the new flooring and expanded fare controls, although some minor work still remains, such as mounting the Elevator Status Board seen leaning against the booth. The removal of a corridor behind the old booth made the unpaid area more spacious.


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