Prototype Transit Card: During the pilot phase of implementing the Automated Fare Collection (AFC) system in 1994-95, the only Transit Cards available full fare cards. The cards were very simple and plain in appearance, with a light gray/silver background and white, gray and black type. The name was spelled "TransIt Card", with "TransIt" being part of a marketing campaign CTA was running at the time ("Transit It, Chicago!").

Full fare Transit Cards were stored-value cards encoded with a dollar value and information about last use. When a customer used a Transit Card, a full fare was deducted and transfer eligibility and passback restrictions were encoded on it. If the customer transferred to another vehicle within two hours, a transfer fee was deducted. If a third ride was taken within two hours of the first ride, no fee was deducted. Transit Card customers could pay for multiple riders, with a maximum of seven full fares able to be deducted at one time. As the cost of each fare was deducted, two transfers per rider became available. If customers transferred to another vehicle within two hours, transfer fees for each customer were deducted on the second ride. On the third ride within 2 hours of the first ride, no money was deducted. Value could not be added at bus fareboxes. Cards were valid for fifteen months.

Full Fare Transit Card, 1st production version: When the AFC system left the pilot stage and entered full implementation in 1997, the full fare Transit Card was redesigned with new graphics. The new design both better aligned with CTA's graphic brand at the time, and also gave the full fare card a more distinct look, which way important since with the full implementation of the AFC system there would be a whole array of storage value cards, passes and permits that needed to be visually identifiable. The full fare card had a blue background, white type, a red arrow (to show which way to insert the card), and drawings of a bus and train. The card also changed to being labeled a "Transit Card" (instead of "TransIt Card"). A white stripe was added next to the black magnetic stripe encoded with data; the white stripe was slightly textured, and allowed the reader mechanism to better grip the card when pulling it into and ejecting it from the reader slot. The back included bullet points explaining the functionality of the card, since the media and its use was new to most customers.

Full Fare Transit Card, 5th version: Circa 2005, several magnetic stripe farecards' graphics were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. The same blurred train photo was kept on the front, but the accent color for the card returned to blue and the text was typeset in Helvetica, the agency's official typeface. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo.

Reduced Fare Transit Card, original version: The first Reduced Fare Transit Card was issued in 1998. The Reduced Fare Transit Card was a stored-value farecard with the same encoding procedures and limits as the full fare Transit Card. However, use of this card entitled the user to a single reduced fare and transfer fee. Proof of reduced fare eligibility may have been requested, and a valid Student Riding Permit or RTA Reduced Fare Senior, Disabled, or Paratransit Permit had to be presented. Use of this card always required assistance from the Customer Assistant to validate the transaction with their CA Access Card to release the turnstile. Payment for multiple riders with the same card was not permitted.

The reduced fare card had a green background, white type, a blue arrow (to show which way to insert the card), and drawings of a bus and train. The back included bullet points explaining the functionality of the card, since the media and its use was new to most customers, as well as listing which customers were eligible for reduced fares. The reduced fare card explicitly listed that it was good on Pace as well as CTA; the full fare card was also usable on both, but did not specifically mention Pace (it was later added to the back). Cards bought in multi-packs with value pre-loaded said "INITIAL VALUE $0.75" on back (later, the dollar amount was consistent with whatever the current reduced single-ride rail fare was), printed with the serial number and expiration date. Blank cards provided by Customer Assistants for customers to add value at a TCVM said "ADD VALUE CARD" instead of listing an initial loaded value.

Reduced Fare Transit Card, 2nd version: Circa 1999, the Reduced Fare Transit Card was updated to adhere to the CTA's then-current "Take It" marketing campaign, featuring a promotional logo with "cta" in a polygon over the "Take It" tagline, with the text typeset in Frutiger. The card featured a cropped photo of a blurred bus, a style of imagery typical of the Take It campaign. The reduced fare Transit Card retained the green background as the primary color. The Pace logo and card name on the front were reduced in size, and the arrow was changed from blue to yellow.

Reduced Fare Transit Card, 3rd version: In May 2001, the design of the Reduced Fare Transit Card was updated again. Changes were more modest, with the biggest change being the card's background color changing from green to orange. The Pace logo on the front was made smaller and black, and the bus photo moved up to accommodate a larger arrow. The name of the farecard was moved into the enlarged arrow. The back of the card looked similar, but was actually re-typeset.

Reduced Fare Transit Card, 4th version: Circa 2005, several magnetic stripe farecards' graphics were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. The same blurred bus photo was kept on the front, but the text was typeset in Helvetica, the agency's official typeface. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The Pace logo on the front was dropped, leaving only the CTA's logo (although the cards could still be used on Pace, as noted on the back). The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo.

Transfer Card, 1st demonstration version (bus version shown): The Transfer Card was the AFC equivalent of the paper transfers that used to be issued by ticket agents, conductors and bus operators. The Transfer Card was the same size as a Transit Card and looked roughly similar, but was made of heavy paper stock rather than plastic. The original design of the Transfer Card was nearly identical to the pilot Transit Card, but was brown instead of silver. The cardstock Transfer Card had a magnetic stripe on it, like the TransitCard, which encoded the transfer privileges on it and when issued had printed the expiration time on the back by the turnstile or bus farebox BTPU.

Bus operators carried unencoded transfer cards to insert into their card processors to issue. Each rail station had at least one coin-accepting turnstile (TTC) which contained a roll of unencoded transfer cards. A Transfer Card could be obtained from a rail TTC by putting in the necessary coins for a fare plus transfer, and the turnstile would automatically issue the Transfer Card from the farecard slot. The Transfer Cards issued on buses and in rail station were essentially the same, with the only difference being the shape of the card. Transfers issued on buses were printed as individual cards, shaped exactly like Transit Cards, and packaged in plastic packets. The ones issued in rail stations were the same size, but because they came on a roll had a slightly differently shaped top and bottom, which had rough perforated edges where they were torn off the roll. Not being preprinted with dates like the old paper transfers, unused Transfer Cards could be kept in stock rather than wasted.

Transfer Card, 1st production version (bus version): When the AFC system left the pilot stage and entered full implementation in 1997, the Transfer Card was redesigned with new graphics. The Transfer Card's design was identical tot he full fare Transit Card's, only with a different scheme -- a white background instead of blue, and black text and CTA logo instead of white. The arrow and gradient lines remained red, as on the full fare card. The back of the card listed transfer regulations.

Transfer Card, 2nd version (bus version): Later in 1997, the Transfer Card design was given a slight update. Overall, the graphic design of the front remained the same. The only change was adding the Pace logo between the CTA logo and the words "transfer card", to acknowledge that the transfers were also valid on Pace. The back of the card remained the same, with the regulations wording unchanged (including only mentioning CTA, and not Pace).

While the other magnetic stripe farecards would get updates to their graphics periodically, the design of the Transfer Cards would remain in this form until nearly the end of their use.

Transfer Card, 2nd version (rail version): The version of the Transfer Card issued by rail station turnstiles was identical to the bus version, just with a different shape at the top and bottom due to being perforated and torn from a spool rather than individually cut and packaged.

Transfer Card, 3rd version (bus version shown): With the new fare structure introduced on January 1, 2006, cash fares would no longer have transfer privileges and transfers would only be available to those paying with Transit Cards or Chicago Cards. Because of this, there would no longer be a need for transfers to be issued by rail station turnstiles or bus operators under normal circumstances. At the same time, the coin slots on rail station turnstiles so equipped were covered and cash no longer accepted at the turnstile (instead requiring fares to be bought at the TCVM), and Pace Transfer Cards would also no longer be accepted on CTA.

To help provide notice to customers about the discontinuance of Transfer Cards, on November 10, 2005, CTA began using a new, special Transfer Card with a new design, including the new CTA logo on the top, bright, eye-catching red bands on the top and bottom, and a message in white print warning passengers of the impending discontinuance of paper transfers. The back of the transfer was typeset in Frutiger, resembling the back of a Transit Card.

Emergency Transfer (rail version shown): Even after passengers could no longer buy transfers with cash, paper transfer cards were still available but could only be issued by bus operators and customer assistants in emergency situations such as service disruptions. Bus operators carried Emergency Transfer Cards in their Courtesy Kits and activated them by feeding them into the bus farebox. Emergency Transfer Cards were issued from rail station turnstiles, dispensed only when the customer assistant used their CA Transfer Card to issue one.

Emergency Transfer Cards were issued free of charge when a major delay forced customers to walk to nearby service, to ride service that will require a transfer to reach their destination, if a customer overrode a stop, is riding on the wrong vehicle or in the wrong direction by mistake. The card was encoded with expiration time and date, and the number of the bus or station where the card was issued. Just as with the old Transfer Cards, Emergency Transfer Cards were valid for two rides within two hours of the time of issuance. This card has no encoded value.

Pace Transfer: After CTA discontinued issuing Transfer Cards and only offered transfers to customers using plastic mag stripe farecards, Pace continued to offer transfers to passengers paying cash and issued their own paper magnetic stripe transfer cards. These worked the same as the Transfer Cards issued by CTA, but had Pace-specific graphics on them. Although these paper transfer cards were only issued by Pace, they were accepted on CTA buses and at CTA rail stations, since overall there was no change in the fare policies of both agencies that stipulated that transfers issued by one were accepted by the other.

1-Day Visitor Pass, original version: On July 1, 1997, the CTA experimentally introduced a 1-day Visitor Pass, giving unlimited rides for 24 hours. Sales outlet included museums, select hotels, Hot Tixx booths, and other tourist-frequented locations. The 1-day Visitor Pass was originally very much geared toward tourists and visitors (although nothing stopped a resident from buying one), and were intended to be available from July through December only.

The original 1-Day Visitor Pass had a design very reminiscent of the full fare Transit Card, only with a skyline added to the top and colored purple and orange. The 1-Day Visitor Pass was valid for unlimited rides on all CTA buses and trains for a period of 24 hours from the first use. The pass was sold at selected outlets, hotels and other tourist locations. Value could be added to the card.

1-Day Visitor Pass, 3rd version: In December 2001, the unlimited ride pass magnetic stripe farecards' graphics were updated to adhere to the CTA's then-current "Take It" marketing campaign, featuring a promotional logo with "cta" in a polygon over the "Take It" tagline, with the text typeset in Frutiger. The passes featured a photo of a city landmark or scene (a nighttime view of the historic Water Tower was used on the 1-Day Visitor Pass; interestingly, this image has previously been used on the original design of the 3-Day Visitor Pass). A larger yellow arrow was placed at the bottom, with the name of the card placed inside the arrow. The back of the card was re-typeset in Frutiger and a small black CTA Take It logo added.

1-Day Visitor Pass, 4th version: Circa 2005, the graphics on most magnetic stripe farecards, including unlimited ride pass, were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. The passes continued to feature a photo of a city landmark or scene, but in most cases a new photo was chosen (for the 1-Day Visitor Pass, a photo of the Cloud Gate sculpture -- more commonly referred to as "The Bean" -- was used). The accent color for the card became green and the text was typeset in Helvetica, the agency's official typeface. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo. The 1-Day Visitor Pass was discontinued as part of a set of fare changes effective on January 1, 2009, although this change has little effect on riders since the 1-Day Fun Pass, which functioned exactly the same, continued to be available.

1-Day Fun Pass, original version: The 1-Day Fun Pass was introduced on November 15, 1998 and allowed unlimited rides on CTA for 24 hours beginning the first time it is used. The 1-Day Fun Pass was basically the same as the 1-Day Visitor Pass, but was sold at more locations. Originally priced at $5, the new 1-Day Fun Pass and the 7-Day Pass proved very popular, and in April 1999 the CTA Board approved extending the test period by six more months so pass usage and the effects on CTA revenue and service could be thoroughly analyzed over a full year's time. Sales of the 1-Day Fun Pass and the increasingly popular 7-Day Pass were extended for another six months by the CTA Board in September 1999. The CTA said it needed additional time to determine how the continued use of the experimental passes will affect future operating revenues. The pass was later made permanent.

The 1-Day Fun Pass was valid for unlimited rides on all CTA buses and trains for a period of 24 hours from the first use. The pass is sold at selected outlets, hotels and other tourist locations. Value could not be added to the card.

1-Day Fun Pass, 4th version: Circa 2005, the graphics on most magnetic stripe farecards, including unlimited ride passes, were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. The passes continued to feature a photo of a city landmark or scene, but in most cases a new photo was chosen (for the 1-Day Fun Pass, a photo of Navy Pier and the Gold Coast was still used but replaced with a new photograph). The text was typeset in Helvetica, the agency's official typeface. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo.

2-Day Visitor Pass, original version: The 2-Day Visitor Pass was introduced in 1998, and was valid for unlimited rides on CTA buses and trains for a period of 48 hours from the first use. The pass was sold at selected outlets, hotels and other tourist locations, and from Visitor Pass Machines. Value could not be added to the card.

The card's overall design was consistent with other day passes updated or released in 1998, featuring photos with view of the city. The 2-Day Visitor Pass featured an aerial view looking east on the Chicago River.

3-Day Visitor Pass, original version: The 2-Day Visitor Pass was introduced in 1998, and was valid for unlimited rides on CTA buses and trains for a period of 72 hours from the first use. The pass was sold at selected outlets, hotels and other tourist locations, and from Visitor Pass Machines. Value could not be added to the card.

The card's overall design was consistent with other day passes updated or released in 1998, featuring photos with view of the city. The 3-Day Visitor Pass featured a nighttime view of the historic Water Tower.

5-Day Visitor Pass, original version: The 2-Day Visitor Pass was introduced in 1998, and was valid for unlimited rides on CTA buses and trains for a period of 120 hours from the first use. The pass was sold at selected outlets, hotels and other tourist locations, and from Visitor Pass Machines. Value could not be added to the card.

The card's overall design was consistent with other day passes updated or released in 1998, featuring photos with view of the city. The 5-Day Visitor Pass featured a view of the Picasso sculpture in Daley Plaza.

7-Day Pass, original version: The sale of a 7-Day Pass was approved by the Chicago Transit Board on October 9, 1998, and first went on sale on Tuesday, December 15, 1998, the same day the new 30-Day Pass was introduced (replacing calendar month passes). The pass, originally priced at $20, was first launched as a pilot, but proved very popular. In April 1999, the CTA Board approved extending the test period by six more months so pass usage and the effects on CTA revenue and service could be thoroughly analyzed over a full year's time. Sales of the 1-Day Fun Pass and 7-Day Pass were extended for another six months by the CTA Board at its monthly meeting in September 1999. The CTA said it needed additional time to determine how the continued use of the experimental passes will affect future operating revenues. The pass was later made a permanent part of the fare structure.

The original 7-Day Pass had a design very reminiscent of the full fare Transit Card, only with a light blue background, a Pace logo added, and "7 day pass" in large type in place of the vertical lines on the front of the full fare Transit Card. The 7-Day Pass was valid for unlimited rides on CTA buses and trains, as well as Pace buses, for a period of 168 hours from its first use. Value could not be added to the card.

7-Day Pass, 2nd version: In 1999, the 7-Day Pass' graphics were updated for the CTA's "Take It" marketing campaign. Full redesigns of the stored value and period pass farecards were occur in 2001, but the 7-Day Pass received a more modest intermediate makeover earlier than the others. The campaign's promotional logo with "cta" in a polygon over the "Take It" tagline was added to the card, as was a cropped photo of a blurred bus, a style of imagery typical of the Take It campaign. The Take It logo was also added to the back of the card, which was re-typeset. Otherwise, the card was left unchanged, including leaving the text typeset in Helvetica, even through the Take It campaign's preferred font was Frutiger.

One major change to the card, however, was that it was no longer good on Pace, and only valid on CTA vehicles.

7-Day Pass, 3rd version: In July 2001, the unlimited ride pass magnetic stripe farecards' graphics were updated to adhere to the CTA's then-current "Take It" marketing campaign. Although the 7-Day Pass had been updated in 1999, it was redesigned again, this time more fully to conform to the Take It campaign's brand standards and to match the other farecards that were also being redesigned at the same time. The card's accent color was changed from light blue to purple, and the text typeset in Frutiger. Unlike the visitor passes, the 7-Day pass was geared more toward residents and thus did not feature an image of the city on it. Instead, the blurred bus was replaced with a blurred train. A larger yellow arrow was placed at the bottom, with the name of the card placed inside the arrow. The back of the card was re-typeset in Frutiger and a small black CTA Take It logo added.

7-Day Pass, 4th version: In 2004, the 7-Day Pass' graphics were updated following the adoption of a new CTA logo. The only changes made to the graphics were the replacement of the Take It promotional logo with the new circular agency logo on the front and back, though the new logo on the front continued to be rendered in yellow like the Take It logo had been. No other changes were made at that time, including leaving the text set in Frutiger, a typeface associated with the old campaign. The next year, all of the passes were more fully redesigned to adhere to the new agency brand standards (see below); the 1-Day Fun Pass and the 7-Day Pass were the only passes to receive this intermediate update in 2004.

Beginning with this edition, the 7-day Pass resumed being accepted on Pace buses.

7-Day CTA/Pace Pass: As part of a set of fare changed effective January 1, 2009, CTA's 1-Day, 3-Day, 7-Day and U-Pass fare media were no long accepted on Pace buses. However, on November 13, 2008, the Chicago Transit Board authorized an Intergovernmental Agreement (IGA) between the CTA and Pace to create a new joint 7-Day pass that can be used to travel on the CTA and Pace. The joint 7-Day pass was created to accommodate those riders who use both CTA and Pace to make their connections from one to the other seamlessly. The joint CTA/Pace 7-Day pass cost $5 more than the price of a regular CTA 7-Day pass and was available beginning January 1, 2009. Pace received $5 from each pass sold less an administrative fee, which is a change from the old system that enabled the RTA to reimburse Pace for rides taken on its system using CTA fare media.

The CTA/Pace 7-Day Pass was valid for unlimited rides on CTA buses and trains and Pace buses for a period of 168 hours from its first use. It was not valid on subscription/premium Pace routes. Value could not be added to the card.

Monthly Full Fare Pass: When the AFC system left the pilot stage and entered full implementation in 1997, monthly passes -- which previously had been a mix of "flash passes" and magnetic stripe QuikPass cards -- were transitioned to magnetic stripe Transit Cards. Originally, they remained tied to a calendar month as they had been previously, but this lasted only until the end of 1998. The first calendar monthly pass Transit Card issued was June 1997; the last was December 1998, after which the 30-Day Pass was issued instead. Monthly passes were good on both CTA and Pace. The background color of the card changed from month to month.

30-Day Full Fare Pass, original version: CTA's new 30-Day went on sale for the first time Tuesday, December 15, 1998, the same time that the 7-Day Pass was launched. The new passes had been approved by the Chicago Transit Board on October 9, 1998.

The full fare 30-Day Pass replaced the full fare monthly pass. The price was also reduced from $88 to $75. The original 30-Day Pass had a design very reminiscent of the full fare Transit Card, only with a red background, a Pace logo added (carried over from the monthly pass farecard), and "30 day pass" in large type in place of the vertical lines on the front of the full fare Transit Card. The 30-Day Pass was used by full fare customers for unlimited riding privileges for a period of 30 days from first day of use. The card had no encoded value and could not store value or have value added to it.

30-Day Full Fare Pass, 2nd version: In December 2001, the full fare 30-Day Pass was updated to adhere to the CTA's then-current "Take It" marketing campaign, featuring a promotional logo with "cta" in a polygon over the "Take It" tagline, with the text typeset in Frutiger. The card featured a cropped photo of a blurred bus, a style of imagery typical of the Take It campaign. The 30-Day Pass retained the red background as the primary color. The Pace logo and card name on the front were reduced in size, and the name of the farecard was moved into the enlarged arrow. The back of the card was re-typeset in Frutiger and a small black CTA Take It logo added.

30-Day Full Fare Pass, 3rd version: Circa 2005, the graphics on most magnetic stripe farecards, including unlimited ride passes, were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. The same blurred bus photo was kept on the front, and red was retained as the card's color. The text was typeset in Helvetica, the agency's official typeface. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo.

Monthly Senior Fare Pass: When the AFC system left the pilot stage and entered full implementation in 1997, senior monthly passes were transitioned to magnetic stripe Transit Cards. Like the full fare monthly passes, they originally remained tied to a calendar month as they had been previously, but this lasted only a year and a half. The first calendar senior monthly pass Transit Card issued was June 1997; the last was December 1998, after which the 30-Day Pass was issued instead.

Monthly passes were good on both CTA and Pace. The background color of the card changed from month to month. Use of the senior monthly pass required that customers also insert an RTA Reduced Fare Permit with an "S" (senior) serial number prefix to validate reduced fare eligibility. The back of the senior month pass has an "S" on it as well. (Note: The three holes seen on the back of the pass on the left were not part of the passes as issued; they were punched in the pass scanned for the sample to invalidate it.)

30-Day Reduced Fare Pass, original version: On Tuesday, December 15, 1998, CTA replaced two reduced fare calendar month passes -- the $44 senior citizens monthly pass, used only by senior citizens with a valid RTA Reduced Fare Permit; and the $35 Accommodation Pass for use by people with disabilities who have a valid RTA Reduced Fare Permit with a serial number beginning with the letter "D" (disabled) or "P" (paratransit) -- with the $35 Reduced Fare 30-Day Pass. Combining the functions of the other two passes, the pass changed the period from corresponding to a calendar month to being good for any 30-day period; the same change was made to the full fare monthly passes at the same time. The new passes were approved by the Chicago Transit Board on October 9, 1998.

The original The original 30-Day Visitor Pass had a design very reminiscent of the full fare Transit Card, only with a dark red background, a Pace logo added (carried over from the senior and accommodation monthly pass farecards), and "REDUCED FARE 30 day pass" in large type in place of the vertical lines on the front of the full fare Transit Card. The Reduced Fare 30-Day Pass was used by seniors or customers with a disability for unlimited riding privileges for a period of 30 days from its first use. Use of the card required that customers also insert an RTA Reduced Fare Permit with an "S" (senior), "D" (disabled), or "P" (paratransit) serial number prefix to validate reduced fare eligibility. The card had no encoded value and could not store value or have value added to it.

Metra Link-Up Pass, original version: The Metra/CTA Link-Up Pass, introduced in 1986, is available to Metra monthly pass holders for connecting travel on CTA and Pace. The pass, purchased from Metra, is valid weekday rush periods on CTA (6:30am - 9:30am & 3:30pm - 7:00pm) and on Pace anytime. The Link-Up Pass was available in two formats: as a metallic "hologram" sticker affixed to the Metra pass, as has been available before; and once AFC magnetic stripe farecards were introduced, as a magnetic stripe farecard separate from the Metra monthly pass.

The Link-Up Pass farecard looked identical to a full fare Transit Card on the front. The back was similarly formatted as well, with the month and year and "METRA LINK-UP PASS" printed down the right side (by a printer after the card was produced, not as part of the original artwork made to manufacture the card). This block of printed text also included a serial number and the expiration date of the card.

Metra Link-Up Pass, 3rd version: The full fare Transit Card design was updated again circa 2005, although the first CTA Fare Bulletin that depicted a revised Link-Up Pass farecard design was not issued until March 1, 2012 -- it is unclear if CTA really waited that long before using the new farecard artwork for the Link-Up Pass or continued using the older Take It version for seven years after it was replaced, though the latter seems unlikely. However, by 2007 the back of the farecard was redesigned to be specific to the Metra Link-Up Pass, including the name of the pass at the top and listing the regulations specific to the pass below. The words "METRA LINK-UP PASS", along with the serial number, month of validity and expiration date, were still printed down the right side of the card back.

On December 3, 2012, the hologram sticker affixed to the Metra monthly pass was discontinued and no longer valid on CTA, leaving the Link-Up Pass Transit Card as the only form of the pass available.

CTA ADA Paratransit Certified Monthly Pass, original version: On January 1, 1999, CTA began to offer a monthly pass for paratransit users. The pass was only available by mail or from CTA headquarters at the Merchandise Mart. Priced at the same rate as a full fare monthly pass, it was valid for rides on ADA Paratransit Special Services (operated at the time by CTA) as well as on all CTA and Pace fixed route vehicles. Customers using the pass on special services vehicles had to also present a valid RTA ADA Paratransit Reduced Fare Permit with serial number beginning with "P", and could be used to pay a reduced fare for one attendant accompanying the customer. The pass is valid for a period of one calendar month (as opposed to a 30-day period beginning with first use, as full and reduced fare monthly passes had gone to at the end of 1998). The month of validity for the pass was printed down the right side of the back of the card (by a printer after the card was produced, not as part of the original artwork made to manufacture the card). Value could not be added to the pass.

CTA ADA Paratransit Certified Monthly Pass, 3rd version: Circa 2005, the graphics on most magnetic stripe farecards, including unlimited ride passes, were updated to adhere to the CTA's brand standards in use at the time, including use of the agency logo adopted in 2004. For the ADA Paratransit Certified Monthly Pass, light blue was retained as the card's color, as was the ISA. The text was re-typeset, although only "Monthly Pass" (now on a black field at the bottom ) was set in Helvetica, the agency's official typeface (and in a condensed bold weight); "ADA Para-Transit Certified" was in a non-standard front, perhaps Arial Black. The arrow on the front, showing which way to insert the card, was replaced with three small arrows on the side. The Pace logo was removed from the front, although the card was still valid on Pace vehicles. The back of the card remained typeset in Frutiger, however, and remained basically unchanged, except for removal of the Take It campaign polygon CTA logo.

The redesigned card was only used for a short time, as the CTA ADA Paratransit Certified Monthly Pass was discontinued on July 31, 2006, replaced by the Pace City of Chicago ADA Monthly Pass.

Pace City of Chicago ADA Monthly Pass: On July 1, 2006, Pace Suburban Bus Service assumed responsibility for all Paratransit services in the six-county Chicago region. To coincide with this change, the CTA ADA Paratransit Certified Monthly Pass was replaced with the Pace City of Chicago ADA Monthly Pass effective August 1, 2006.

The Pace City of Chicago ADA Monthly Pass farecard was valid for unlimited rides on all CTA services for the month in which it is issued. The back of the pass contained information on the pass, a serial number, the month the pass is valid, and an expiration date. Like with the CTA ADA Paratransit Certified Monthly Pass, customers had to produce a RTA Reduced Fare Permit with an ID number beginning with "P" to use the pass.

C-Pass (Gay Games): In 2006, the CTA tested a new type of farecard called the Convention Pass, or C-Pass, designed to promote the use of CTA buses and trains to the millions of convention attendees that visit Chicago each year. The C-Pass was to benefit convention promoters and those who attend events by providing visitors with reduced transportation costs and the added ease and conveniences of being able to board any CTA bus or train without having to learn and understand transit fares. On March 30, 2006, the Chicago Transit Board approved a 10-day pilot program for use of the C-Pass during the 2006 Gay Games. A Gay Games C-Pass was provided to all registered participants of the games. The cards had no value assigned to them and instead were encoded with a fixed start and end date, from July 14 through July 23, 2006.

Chicago Games Incorporated (CGI), the group responsible for bringing the Gay Games to Chicago, paid CTA $150,000 up front for the cards and provided a database that identifies demographic information for each individual recipient. Following the games, CTA staff analyzed C-Pass usage to calculate the market value of all rides taken. The market value of a ride was considered to be the regular full fare that would be paid for a comparable ride by a member of the general public during the period of validity. If the market value of the rides taken exceeded $150,000, CGI paid CTA the difference.

C-Pass (McCormick Place): On June 2, 2010, the Chicago Transit Board approved another C-Pass test, this time specifically for conferences and trade shows at McCormick Place. CTA was to partner with individual conventions and events to distribute the passes. The pass would provide unlimited rides throughout the length of the convention for all attendees of conferences. Like the Gay Games C-Pass, the passes were designed to encourage the use of CTA as a means to travel around the city while attending conferences and trade shows at McCormick Place, introducing the benefits of using CTA to groups that may not be familiar with CTA.

CTA was going to sell passes to the convention/event organizers prior to their arrival in Chicago. The organizers would then distribute the passes to their attendees in their convention package. The pass would be valid one day prior through one day after the convention and could be customized with event specific information on the front. The cost of the pass would be dependent upon the length of the convention or event beginning at $3 per person/per day.

Based on available samples, it appears that the McCormick Place C-Passes were panned to be issued in two variants -- one labeled "Exhibitor" and one labeled "Visitor". It isn't clear why there would need to be different versions, unless the passes were for different durations for an individual convention -- a longer-duration pass for exhibitors who are at the convention for the whole show, but attendee packages were available for shorter durations and the passes matched the shorter admittance period.

The samples also show that, with a general format to be used for all McCormick Place C-Passes, the plan was to customize them for individual shows. However, it also appears that a general, show-neutral version of the McCormick Place C-Pass was also going to be available, perhaps for shows that didn't want to pay for the customization or in instances in which there was insufficient time to have customized farecards printed.

Based on available documentation, it is not clear that the McCormick Place C-Pass was ever put into use and any actually distributed and used by conventioneers. If they were, it was likely only for one or two shows, with the program quietly discontinued thereafter.

APTA Sustainability & Public Transportation Workshop 5-day pass: This pass was issued to participants of the American Public Transportation Association's (APTA) Sustainability & Public Transportation Workshop, held in Chicago at the end of the July 2008. The 5-day pass, rather than being functional for any 120 hour period from the first use, was only good for five calendar days -- July 26-30, 2008. The passes expired after July 30, 2008. The cards were good on CTA, Pace, and Metra. On CTA and Pace, the pass worked like a standard unlimited ride magnetic stripe pass. On Metra, passengers used it as a "flash pass", showing it to the conductor or collector onboard the train as proof of fare. Value could not be added to the pass.

Explore Chicago 1-Day Fun Pass: In 2010, the CTA partnered with the Chicago Office of Tourism to promote the city's Explore Chicago campaign and ExploreChicago.org, the city's official tourism web site. In addition to static and digital advertisements in rail stations, the CTA issued special 1-day Fun Pass designs branded for the site and featuring tourist destinations. While the pass artwork encouraged users to "collect them all", there were actually only two issued in the series -- one featuring the Pritzker Pavilion in Millennium Park and one promoting Oak Street Beach.

Red Line South Reconstruction Project 5-day pass: During the Red Line South Reconstruction Project, CTA and Metra offered farecard packs for customers who wished to use a combination of CTA, Metra and/or Pace service during the five-month shutdown of the Dan Ryan branch between Roosevelt and 95th. The pre-packaged fare media included a special CTA 5-day pass magnetic stripe farecard and Metra 10-ride zone ticket. The CTA 5-day cards were valid during the line closure only, from May 20, 2013 through October 19, 2013, and could be used with Metra trips on the Rock Island District and Metra Electric District from Zone B, C or D.

The 5-day Pass on the left was priced at $22, and packaged with a Zone B or C Metra 10-Ride Ticket.

CTA Student Riding Permit, 1st version: Reduced fares for students have been offered by CTA since the mid-1950s, and since then have required obtaining and presenting a permit to receive the discounted fare. The Student Riding Permit was carried over into the AFC system, and beginning with the fall 1998-1999 school term the permit changed from being a laminated paper card with the student's name and photo on it to a generic magnetic stripe farecard. There were versions of the permit for the regular school year, and for the shorter summer session.

The Student Riding Permit was valid for students 12-20 years of age. Use of the Student Riding Permit was limited to 0530-2000 hours, only on weekdays when school was in session. Payment for multiple riders was not permitted with the permit farecard. The card stored fare value and value can be added to it, allowing it to be used both to pay the fare and to verify the usage all in one transaction -- the CA or bus operator was not required to verify the transaction. Or, the permit could be used in concert with a Reduced Fare Transit Card, with the Transit Card inserted into the machine first, followed by the permit to verify the transaction. This two-card method was favored by customers who either preferred not to put the fare value on the permit (typically out of concern for it getting caught or "captured" by the turnstile), or who bought pre-loaded farecard packs rather than loading value at a rail station TCVM.

The front of the first magnetic stripe Student Riding Permit was white with black text, blue graphics of a CTA logo and a pictogram of a mortar board-clad student reading a book, and a light green arrow, but the colors changed with each pass, so that the pass for each term was easily identifiable at glance. The use of different colors for each term continued even through each design change below. The back of the pass was simple, with just black text of the rules and regulations on a white background, next to the magnetic stripe. This version lasted only one school year.

CTA Student Riding Permit, 2nd version: For the Fall 1999-2000 school term, the design of the Student Riding Permit was changed only slightly -- besides becoming yellow (less a design change than part of the plan to rotate colors with each term's pass), the official CTA logo at the top was replaced with CTA's marketing campaign logo, with "cta" in a polygon over the "Take It" tagline. The new logo was larger than the old one, so the name of the permit was moved under the student pictogram. All text and graphics on the front of the card were black; the back was unchanged.

This version of the pass was issued for only two school years (1999-2000 and 2000-01) before the design was changed again, below.

CTA Student Riding Permit, 3rd version: Circa 2001, several magnetic stripe farecards' graphics were updated to adhere to the CTA's then-current "Take It" marketing campaign. The Student Riding Permit was updated for the 2001-2002 school year, issued beginning in mid-August 2001. The revamped pass featured the Take It marketing campaign logo, with the text typeset in Frutiger. The card featured a cropped photo of a blurred train, a style of imagery typical of the Take It campaign. A larger arrow was placed at the bottom, with the name of the card placed inside the arrow. The back of the card was initially not re-typeset but did have a large, light arrow placed behind the text like other revamped farecards. Within a year, the text was re-typeset in Frutiger like other farecards.

CTA Student Riding Permit, 6th version: In 2011, the Student Riding Permit was updated again, although with only minor changes. The graphics on the front remained the same (while continuing to rotate colors with each school session's permit). The back of the card was re-typeset in Helvetica, to better match the agency's brand and graphic standards. The first permit issued with the revised back was the Summer 2011 permit.

U-Pass, 1st version: In 1998, the Center for Neighborhood Technology (CNT) began working with CTA staff on the development of the University Pass, or "U-Pass", program. (The full name was almost never used outside of the pilot.) It first launched as a pilot program in August 1998 for the fall college session. Each academic term, students at participating schools pay for the discounted passes as part of the regular fees assessed by the institutions. Cards were only available to eligible, full-time university students whose schools participated in the program. Twelve (12) area colleges and universities signed up for the initial pilot -- the schools participating are East-West University, Harold Washington College, Illinois Institute of Art, Illinois Institute of Technology, Kennedy-King College, Loyola University, Northwestern Business College, Olive-Harvey College, Robert Morris College, Roosevelt University, Truman College, and DePaul University. (According to DePaul University, they joined CTA's U-Pass pilot program for undergraduate, Law, and some graduate students on June 30, 1999.) More schools were added over time.

The original U-Pass design had the magnetic stripe on the front of the card, which had a white background. At the top was a light blue triangle like a school pennant (partially cut off by the mag stripe and white bar next to it) with a black CTA "speed lines" agency logo in it. Below that was "U-PASS" in a typically "collegiate/varsity" font of outlined block letters with angled corners. Below that was the school's name and logo, a line drawing of a train and bus front view (the same drawings used on the full and reduced fare Transit Cards), and a light blue arrow at the bottom with "insert & remove" inside it. The back of the card was white with a light blue triangle at the bottom and the pass's terms and conditions in Helvetica, laid out in landscape orientation.

The U-Pass allowed unlimited rides on CTA buses and trains, as well as paratransit vehicles (while they were operated by CTA), for one academic term. Value could not be added, and the card had passback restrictions. U-Passes were valid for up to five additional days both before and after the semester.

U-Pass, 2nd version: On February 7, 2000, the Chicago Transit Board announced plans to make the U-Pass a permanent fare-pass program. When the program was made permanent, the design of the cards changed. The magnetic stripe side became the back of the card, leaving more room on the front for graphics. The front side design was similar, with tweaks. The pennant at the top remained, but was made a darker blue and rather than the official CTA logo a sort of unofficial logotype was used -- just "cta" in lowercase italic Helvetica. The "U-PASS" remained in the same font, but became simpler, just white with a black outline. Below that, a photo of the passholder was added, which aided in reducing misuse of the pass. The school's logo was to the right of the photo, and the name of the school below the photo. Under that was the passholder's name, and the date range the pass was valid for. At the bottom was a dark with triangle with "insert & remove". The back of the card contained terms and conditions, and well as contact information for assistance, set in dark blue and red Helvetica on a white background.

The permanent program established one-year contracts with each school that will be automatically renewable for four additional one-year terms. Previously, the cost of a U-Pass was based on a discount fare of $0.50 per calendar day/per full-time student for the duration of the semester, trimester, or quarter. This amounted to full-time students at the participating schools paying about $60 per semester as part of the pilot U-Pass program. With the permanent program, the cost of the U-Pass was gradually increased to $0.60 per calendar day/per full-time student over the course of five years. The increases in price permitted the CTA to recover a percentage of its costs more in line with other discounted fare programs, but are structured so that the impact on student fees was minimized. An ordinance passed by the CTA board in 2013 placed the cost of the U-Pass at $1.07 per calendar day commencing with the Fall 2013 term.

A common criticism leveled against the program is that that even students who don't use CTA transportation must pay the fee to their respective schools, meaning that while the program is a good deal for many students, others never will see the payoff. According to CTA, the all-or-nothing approach is necessary to make the program financially feasible. "Basically, it works like a bulk discount," said a CTA spokeswoman Noelle Gaffney at the time of the pilot.

On August 5, 2004, the RTA Board approved an agreement for Pace buses to accept all CTA farecards, including the U-Pass. Per the agreement, Pace would accept the CTA passes on its regular bus services only, not on subscription bus or vanpool services. This agreement had planned to run from September 2004 through December 2005, but ran through 2008. As of January 1, 2009, Pace no longer accepted CTA passes, including the U-Pass.

U-Pass, 3rd version: Some time between 2003 and 2006, the U-Pass design was tweaked. The front side design was nearly unchanged, except for the U-Pass logo itself -- it was enlarged, and reverted back to the original design of the collegiate block lettering having a thick white outline surrounded by a thinner outer outline. The color of the logo's inside and outer border was changed to red. The back of the card was changed, but the main difference was just that the order the regulations and conditions were listed were reordered; for the most part, the actual wording did not change. One exception is that while previous cards were not good on Metra or Pace, these cards only listed ineligibility on Metra. The arrow indicating which way to insert the card was also made a darker blue, and squashed to fit entirely below the text rather than being lighter and overlapping behind some of the copy.

CTA Military Service Pass: The CTA's Military Service Pass, which allows active U.S. military personnel and qualifying disabled veterans to ride free on CTA buses and trains, was only issued as a smart card when first released in August 2008. For information about the formation of the MSP program and the original smart cards, see the Military Service Pass smart card for details.

The original smart cards expired in 2012, and when customers re-enrolled in the program the new cards they were issued were magnetic stripe farecards rather than smart cards. The mag stripe MSP cards were issued beginning May 1, 2012.

The front of the pass featured a cropped image of the American flag and a CTA logo at the top, and a red bar at the bottom with the CTA's name and the name of the pass. A white field in the center featured a photo of the pass holders, their name, an ID number, and the expiration date for the pass. The back of the pass was simple black text on a white field, with the magnetic stripe on the right side. A CTA logo and mission statement were at the top, with terms and conditions for the card below.

RTA Reduced Fare Permit, 1st version: RTA Reduced Fare Permits are combination stored-value magnetic stripe farecards and permits authorizing eligible passengers meeting certain criteria to pay a reduced fare, issued by the Regional Transportation Authority. The permits are for customers who qualify for a reduced fare based on being a senior, having a disability, or being eligible for the use the paratransit. The three permits are basically identical to one another, however. The front bore the RTA's name and "Reduced Fare Permit" at the top. Below that was the passholder's photo (to help prevent fraudulent use) and the logos of the RTA, pace, Metra, and the CTA (the "speed lines logo, originally) -- the issuing agency, and the three agencies on whose service the permit's were good. Below that was the expiation date of the permit, and the serial number of the permit, whose first letter denoted what type of permit it was:

Permit type “S” (Senior) and D” (Disabled): These stored-value cards are used by either senior customers (serial number prefix “S”) or customers with a disability (serial number prefix “D”, shown at left) paying a reduced fare. Both permits have the same fare collection properties as the Transit Card, except neither of these cards allows payment for multiple riders.

Permit type“P” (Paratransit): This stored-value card is used by ADA Paratransit customers paying a reduced fare. This permit (serial number prefix “P”) has the same fare collection properties as the Transit Card except this farecard allows payment for two reduced fare riders and transfer fees, to allow for an attendant accompanying the ADA Paratransit customer.

The back of the farecard includes the magnetic stripe, instructions, and regulations for the card. It also includes contact numbers for help and information, as well as a pictogram showing which way to properly insert the card in a farebox or turnstile.

The RTA Reduced Fare Permit, being a stored value card, could have the customer's fare value loaded onto it, and inserted into the farebox or turnstile to pay the fare. Unlike the Reduced Fare Transit Card, the Customer Assistant or bus operator was not required to verify and authorize the transaction; the RTA Permit unlocked the turnstile on its own. Many customers, however, preferred not to use the card this way, and instead load their money on a Reduced Fare Transit Card to pay their fare, and show their RTA Permit to the CA (using it as a "flash pass") and then having the CA authorize the transaction. The reason was for fear of having the pass caught in the machine, and then being without the Permit for a period while getting a new one. The RTA Permit could also be used by the holder in concert with a Reduced Fare TransitCard -- inserting the farecard first, then the permit -- to authorize the transaction themselves without the intervention of the CA. However, since this still required inserting the Permit into the turnstile, many permitholders chose not to use the card this way.

RTA Reduced Fare
Permit Type 'S' front

RTA Reduced Fare
Permit Type 'P' front

RTA Reduced Fare Permit, 2nd version: The RTA Reduced Fare Permit was later updated with CTA and Pace's newer logos. The other aspects of the permit's graphics remained the same, as did its functionality.

For a period from 2008 to 2011, this card was replaced for seniors with the Senior Ride Free Permit smart card, but continued to be used by customers with disabilities (except those enrolled in the State’s Circuit Breaker program, see Circuit Ride Free Permit, below) and paratransit customers. Due to the time it took to distribute the new smart card permits, far equipment was reprogrammed to allow free entry with the type "S" Reduced Fare Permits from March 17, 2008 until the end of a 'grace period' on April 1, 2009, after which they resumed deducting a reduced fare. After the Senior Ride Free program was cancelled in 2011, seniors resumed using this card for reduced fares, unless they qualified for free rides by being enrolled in the Circuit Breaker program.

Original Circuit Ride
Free Permit back

Revised Circuit Ride
Free Permit back

RTA Circuit Ride Free Permit, 1st version: Former Gov. Rod Blagojevich followed up his Seniors Ride Free Program with a program providing free rides for low-income individuals with disabilities starting in October 2008. The program required transit systems statewide to begin providing free rides to people with disabilities who are enrolled in the State’s Circuit Breaker program no later than October 24, 2008. The mandate was executed in the Chicago area through the RTA's People with Disabilities Ride Free Program, which issued Circuit Ride Free Permits to eligible individuals. Individuals with disabilities who were not eligible for Circuit Breaker were still be eligible for reduced fares.

The front bore the RTA's name at the top. Below that was the passholder's photo (to help prevent fraudulent use) and the logos of the RTA, Pace, Metra, and the CTA -- the issuing agency, and the three agencies on whose service the permit's were good. Below that was the expiation date of the permit, and the serial number of the permit, whose first letter denoted what type of permit it was: "C" for Circuit Breaker Program. Down the right side it said "CIRCUIT PERMIT RIDE FREE" in red. The back of the farecard included the magnetic stripe, instructions, and regulations for the card. It also includes contact numbers for help and information, as well as a pictogram showing which way to properly insert the card in a farebox or turnstile.

The original Circuit Ride Free Permit, while intended to be inserted into a bus farebox or rail station turnstile, was not required to do so, and could be used simply as a "flash pass", by virtue of language on the back that said it could be shown to an employee or inserted into fare control equipment.

The Senior Ride Free Program was eliminated in September 2011 after Illinois Gov. Pat Quinn's signed legislation limiting free rides to only low-income senior citizens, age 65 or older. Only seniors who qualified and were enrolled in the Illinois Department of Aging Circuit Breaker Program were eligible for free transit on fixed routes operated by the CTA, Metra and Pace. Low-income seniors who qualified for the program were issued this card beginning in late 2011 for a brief period before a revised card was created, below. The free ride program for low-income customers with disabilities who are enrolled in the State's Circuit Breaker program was not affected by the legislation ending the Seniors Ride Free Program and continued unchanged.

RTA Circuit Ride Free Permit, 2nd version: The Circuit Ride Free Permit mag stripe farecard was changed in 2012, with a slight alteration to the back -- the wording of the terms and requirements was changed to explicitly state that the card had to be inserted into turnstiles and fareboxes on CTA and Pace, and could only be used as a "flash pass" on Metra. The change closed a loophole in the wording that allowed the permit to be used as a flash pass on CTA which was not intended, and not preferred by CTA who could achieve a better ridership count if all fares were recorded by the equipment. The front design was unchanged.

The RTA later changed the name of their Senior Circuit Ride Free Program to simply the Senior Ride Free Program, ironically the name of the controversial program that led to a mean test being applied to seniors to be eligible to ride free. The senior free ride program, despite the name change, still requires enrollment in the state's Circuit Breaker Program to be eligible.

Altoids: The second advertising Transit Card was introduced in July 1999 for Altoids mints. The cards promoted "mints for people who ride in a metal box," a clever reference to both commuters' use of trains and buses and the signature metal tins the popular breath mints come in.

Take It! and Win variant: In summer 1999, CTA sponsored a promotion in which awards were based on the serial numbers of farecards. Contestants needed only to purchase a farecard from a vending machine and check their card's number on the CTA web site to find out if they won. Some Altoids farecards had the regular Transit Card back, while some had the special Take It! and Win back.

Cubs/Sox Crosstown Classic 2003 Card: In early June 2003, the CTA issued a new, specially-designed Transit Card celebrating that year's Crosstown Classic series between the Cubs and White Sox. The new fare cards, which went on sale Monday, June 2, 2003, were initially sold at Transit Card vending machines at the Sox-35th, Addison and Merchandise Mart stations. The cards were available at all other stations later in the week. Chicago artist Steve Musgrave designed the farecard. Musgrave also designs commemorative posters distributed to Red Line customers on game days. Several Musgrave murals featuring Cubs legends are on display at the Addison station.

This was the first Crosstown Classic farecard issued by CTA. Although the next one would not be issued until 2006, thereafter they became an annual tradition.

Cubs/Sox Crosstown Classic 2006 Card: On May 22, 2006, the CTA introduced a new limited edition Transit Card to promote the 2006 Crosstown Classic and transit usage to U.S. Cellular Field and Wrigley Field for the games. The design was again provided by Chicago artist Steve Musgrave, and featured a baseball player catching a ball. To the right of the magnetic stripe are the words "TAKE THE RED LINE TO U.S. CELLULAR FIELD AND WRIGLEY FIELD".

Pink Line Card: To celebrate and promote the opening of the new Pink Line service, CTA introduced a promotional Transit Card on June 25, 2006. The front of the card had pictures of two CTA trains and two CTA buses, against a pink and white background. One train is pink (four cars were actually adorned in an all-pink exterior wrap for the line's opening), while the other is standard with a blue "Forest Park" destination sign (the Pink Line was part of a suite of West Side service improvements that included more service on the Forest Park branch of the Blue Line and many bus service improvements). Below the pictures are the words "More service. Better connections. Faster trips." The top of the card has the CTA logo. The bottom of the card has the words "Take the Pink Link".

Cubs/Sox Crosstown Classic 2009 Card: Beginning June 1, 2009, the CTA introduced a new limited edition Transit Card to promote the 2009 Crosstown Classic and transit usage to U.S. Cellular Field and Wrigley Field for the games. The design was again provided by Chicago artist Steve Musgrave, and featured a baseball pitcher throwing a pitch. To the right of the magnetic stripe were the words "TAKE CTA OUT TO THE BALLGAME", with "ballgame" replacing "ballpark" on the previous year's card. Musgrave also designed commemorative posters that were distributed at the Sox-35th and Addison stations near the ballparks hosting the series. The 2009 Crosstown series took place at Wrigley Field June 16-18 and at U.S. Cellular Field June 26-28.

Bus Tracker Card: In summer 2009, the CTA released a special Transit Card promoting its Bus Tracker service. The issuance of the card coincided with when the last of the regularly-scheduled bus routes were added to Bus Tracker, allowing customers to get estimated arrival times for any bus route (except special shuttles, like the game day-only Solider Field Express). The card was blue with yellow highlights and featured the Bus Tracker logo and the text, "the wait is over. get estimated arrival times for all regularly scheduled routes."

The Bus Tracker farecard was also noteworthy in being the first card set entirely in Helvetica, including the back. Up to that point, although the fronts of most of the regular (non-promotional/advertising) farecards had been re-typeset in Helvetica (the CTA's official agency typeface since 2004), the backs of all the cards were still set in Frutiger. The backs of the standard mag stripe farecards would not be re-set in Helvetica until 2011.

Lollapalooza Card: At the end of July 2010, the CTA released a farecard to promote transit use to the Lollapalooza music festival, held each summer in Grant Park since 2005. The front of the card was designed to look like an audio cassette tape, specifically a "mix tape" -- a staple of 1980s and '90s music culture -- with the "hand-written" script on the front "label" and the back of the card appearing like the cassette tape liner where the list of songs recorded on each side would be written.

Chicago Marathon 2010: In mid-September 2010, the CTA issued a Transit Card to promote transit use to the Chicago Marathon, seven years after last issuing a farecard for the Chicago Marathon. The front of the card had a red background, with a photo of runners on the top and a moving train on the bottom, with text on a red field in the center: "Chicago Marathon 10.10.10 Take CTA from start to finish." The back of the card featured the standard verbiage from the back of a full fare Transit Card, but was re-typeset in Helvetica to match the front and CTA's corporate branding. This was significant in that it was the first farecard since the Bus Tracker card in 2009 to have the back set in Helvetica, and the design used here would be instituted the next year on the back of the standard full fare Transit Card before being used as the template to update the backs of the rest of the standard-issue mag stripe farecards in Helvetica.

NYE Penny Rides: Beginning in 2012, the CTA's New Year's Eve "Penny Rides", where customers can ride CTA buses and trains for just a penny to discourage drinking and driving and promote safe transportation on New Year's Eve, was sponsored by MillerCoors, as part of the CTA's Corporate Sponsorship "naming rights" initiative. (Actually, the fare is free to the rider; the sponsor pays the penny for the rides.) As part of the sponsorship, MillerCoors got to brand a special farecard promoting the penny rides. The farecard featured a gradient blue background with the CTA logo at top, the text "1¢ RIDES ON NYE 10PM - 4AM", the Miller Lite logo, and the MillerCoors safe drinking slogan, "Great beer, great responsibility". The CTA Corporate Sponsorship program and the MillerCoors sponsorship represented the first time Penny Rides had been sponsored by a third party since the 1990s. It also represented a relaxation on the ban on advertising by alcohol companies on CTA.

Demo Test Transit Card: The Demo Test Card looked like the regular pilot full fare Transit Card but with "Demo Test" in gray type in a white box on the front; the back of the card was blank rather than listing regulations like the cards intended for customers. The cards were used for testing of the Ticket Processing Unit (TPU) in turnstiles and bus ticket processing unit (BTPU) in bus fareboxes. The cards were also used for training purposes to show how to properly insert a mag stripe card into the TPUs and BTPUs, and how to remove the card before the tripod arm on the turnstiles would unlock to allow the user thru. Cards would be encoded to emulate a specific type of card (such as a Reduced Fare Transit Card, a 3-Day Pass, a U-Pass, etc.) for testing purposes. The Demo Test Card was not good for transportation on buses and at rail stations.

Customer Assistant Transit Cards: Customer Assistants were issued three special Transit Cards that were part of their required equipment: the Customer Assistant Access Card, the Customer Assistant Transfer Card, and the Customer Assistant Add Value Card. The three cards were nearly identical, all using the same stock as the prototype full fare Transit Card. Their only outward differentiation was their function printed as brief on the back of the card ("Cust. Asst. Access Card", "Cust. Asst. Xfer Card", "CA Add Value Card"). The CA Access Card unlocked the turnstile to allow one entry, which CAs were to use in certain situations prescribed by standard operating procedure to give entry to a customer into the paid area (such as certain problems with farecards or delays or disruptions to service). The Access Card was also used by the CA to valid use of a Reduced Fare Transit Card by a passenger and unlock the turnstile. The CA Transfer Card was used to trigger a turnstile to issue a paper Transfer Card (and later, Emergency Transfer Cards) to provide to a customer under circumstances dictated by standard operating procedure, such as delay or disruption to service. The CA Add Value Card was used by Customer Assistants to process money found at or near rail stations, by putting the card in a TCVM then adding the found currency to the card, thereby depositing the money with CTA for secure collection by Treasury personnel.

CTA Smart Card prototype (first internal prototype): The CTA's Cubic-built AFC equipment was always designed to handle two types of fare media: the magnetic stripe farecards CTA introduced in 1996 and "smart cards" -- a plastic farecard, nearly identical in size and thickness to a credit card, embedded with a special computer chip that can store data, including information like monetary value, and an antenna inside the card so that the card can be "contactless" (e.g. it does not have to be inserted into a slot, just waved in front of a reader). Although only the mag stripe cards were issued when the AFC launched, work internally on readying smart cards for customer use was begun almost immediately.

The first prototype cards tested internally were issued to a very limited number of CTA staff to use. The cards were very thick (perhaps 3-4 times thicker than a credit card), and were all black with no graphics, leading to their being referred to unofficially by some employees as the "black brick" cards. While they worked reasonably well functionally, their thickness and weight, along with the cost of producing the cards (each cost approximately $10 to manufacture), lead to CTA declining to move the cards to public testing and instructing Cubic to continue development. Although smart card technology was clearly viable and coming, it still needed more development before being ready for public use. The "black bricks" continued to be used by some revenue equipment technicians for maintenance and logging uses, however.

CTA Smart Card prototype (employee prototype): By circa 1997-98, smart card technology and cost had advanced sufficiently for Cubic to create a thinner, more economical contactless card. To continue testing the technology before planning a public rollout, a selection of CTA employees were issued prototype smart cards to use on the bus and rail system. These cards, which had the employee's name and title on the front of the card, had a photo of a bus and Orange Line train at 35th/Archer station on the front, and simple text on the back explaining where to return the card if it was lost. Positive experience with this test encouraged the CTA to proceed with a public test.

Chicago Gold Card, reduced fare pilot card: Following the successful internal smart card test with CTA employees, CTA decided to test the technology with a small public group to gain additional experience, data and feedback. The first test cards issued to the public were a pilot program in which 1,200 reduced fare riders -- seniors and customers with disabilities -- were issued smart cards in place of their normal magnetic stripe RTA Reduced Fare Permits. This test, in which the cards were branded as "Chicago Gold" cards, was deemed successful and a second, larger public pilot phase was initiated.

The card shown at left was a prototype smartcard Accommodation Pass, a type of monthly pass used by people with disabilities who had a valid RTA Reduced Fare Permit with a serial number beginning with the letter "D" (disabled) or "P" (paratransit). It is unclear if this was the "Chicago Gold" card, or a similar card piloted at the same time.

CTA Smart Card, full fare pilot card: Following testing of the technology on a limited basis by select employees and a limited number of reduced fare permit holders, CTA launched a Smart Card Customer Pilot Program in 2000. The pilot was approved by the Chicago Transit Board in July 2000, and the cards made available to the public in August.

The CTA said the program was designed to offer customers another farecard option with the added speed of "touch and go" access through the turnstiles and bus fareboxes, plus the added convenience of a more durable plastic card that doesn't lose its remaining value even if it gets lost. The program was, "initiated to test the ease and acceptance of Smart Card technology for our full fare riding customers. This Pilot will also help CTA determine administrative processes required to provide this new fare media to the general public," said the CTA.

The pilot ran from August 1, 2000 to January 31, 2001, and the pilot cards were good until July 31, 2005. Cards would only be obtained from tables set up at certain rail terminals and two South Side Dominick's stores. The CTA had 4,000 Smart Cards available for the pilot program which were purchased from Cubic Transportation Systems, Inc. for $40,000 under an existing $106 million farecard contract. Approximately 3,500 Smart Cards were geographically distributed to CTA customers on a first-come, first-served basis. The remaining cards will be held in reserve as replacement cards until the CTA can purchase additional cards. Participants were asked to fill out a survey at the end of the pilot. Like the Chicago Cards that would follow, the cards cost $5 and had zero fare value loaded at purchase.

Chicago Card, 1st version: The full fare Smart Card public pilot initiated in August 2000 was deemed a success, with 93% percent of the 3,547 customers participating in the pilot liking the cards, according to a CTA survey taken in December 2000 at the end of the pilot. Based on this response, and the experience and data collected from the pilot, CTA moved to fully launch its full fare smart card, which way branded the "Chicago Card".

The Chicago Card was launched in late 2002, with the card available for purchase on CTA's web site starting November 25. Beginning December 4, the cards were available for purchase at CTA's Merchandise Mart Offices or by mail, and later CTA set up special one-day promotional sales booths at 10 select rail and off-site locations.

Like the pilot CTA Smart Cards, the Chicago Card was a full fare stored-value farecard, resembled a credit card, and used smart card technology that enabled customers to simply touch the card against a target on bus fareboxes and rail turnstiles, and go. The technology allowed for fare balance protection if the customer registered their card (an optional feature for Chicago Card users), a longer four year use life, and greater durability than magnetic stripe cards. Like the magnetic stripe farecards, the Chicago Card stored the information about the customer's balance and card use on the card itself . This card was read, validated and encoded by touching it to a farecard machine’s Chicago Card reader. On buses only, if the Chicago Card had insufficient value encoded for a full fare plus transfer, but did have at least $0.05, the card would permit a customer to ride at that time, including transfer privileges. Before another use is permitted, the resulting negative balance had to be eliminated by adding sufficient value to the card at a TCVM. This feature was not available at rail station turnstiles (which would simply display “ADD VALUE AT AVM").

Chicago Card, 2nd version: In 2008, the Chicago Card design was given a modest update -- the overall design remained the same, but the Take It campaign logo on the front was replaced with CTA's new official agency logo, adopted in late 2004, and the text on the back was greatly reduced and simplified, simply stating the user agrees to terms and conditions listed on the CTA's website rather than listing all the terms and conditions on the card itself. Another change that garnered a modest bit of media attention (albeit not for a couple years after the change was made) was changing the slogan on the front from "On-time, clean, safe, friendly" to "Safe, clean, on-time, courteous, efficient" -- "friendly" was replaced with "courteous, efficient". Asked by the Chicago Tribune about the change, CTA said, "When Ron Huberman became CTA president in 2007, he opted to expand on the goals of the agency to better align with the performance management system he implemented. So the organizational goals were modified from the 'on-time, clean, safe and friendly' goals that were established by (previous CTA President) Frank Kruesi to 'safe, clean, on-time, courteous and efficient.'" They further explained that the change was, "only stylistic. The substantive change was the addition of 'efficient.'"

Monthly Chicago Card, monthly pass variant, 1st version: The Monthly Chicago Card was a Chicago Card variant that, instead of being a stored value card, acted as a monthly pass. The monthly passes were for calendar months rather than being 30-day passes, as CTA had moved to for its mag stripe cards at the end of 1998. The Monthly Chicago Card was released circa 2002, and available only to employees and staff of select participants, one of which way the RTA; it was not available to the general public. The Monthly Chicago Card was account-based (as the Chicago Card Plus wold eventually be) as participants report that a new monthly pass was added to their card remotely each month, as opposed to a regular Chicago Card which way a stored value card and required interfacing the card with a terminal (like a TCVM) to update what fare value was encoded on the card. This suggests that the Monthly Chicago Card was, technologically, what would eventually become the Chicago Card Plus. It is likely that the CTA used this limitedly-distributed card to test the technology that would eventually be used for the Chicago Card Plus, but branded it as a regular Chicago Card because the Plus branding had not yet been developed.

Monthly Chicago Card, monthly pass variant, 2nd version: In 2008, the Monthly Chicago Card design was given a modest update, just like the normal, publicly-available Chicago Card -- the overall design remained the same, but the Take It campaign logo on the front was replaced with CTA's new official agency logo, adopted in late 2004, and the slogan on the front was also changed, like on the regular Chicago Card and Chicago Card Plus.

The text on the back was greatly reduced and simplified, simply stating the user agrees to terms and conditions listed in a packet issued to the recipient rather than listing all the terms and conditions on the card itself. It included a special 1-800 number the holder could call for additional information on terms and conditions as well. The card also noted that the card could be used on premium Pace routes with payment of an additional fare in cash, something not permitted with other Chicago Cards. The text was also re-typeset in a compressed weight of Helvetica, by then the agency's official typeface, as opposed to the public Chicago Cards whose back text remained in Frutiger.

Chicago Card Plus, 1st version: CTA officials unveiled the Chicago Card Plus on January 15, 2004, and first made them available to customers on January 19. The Chicago Card Plus was a contactless smart card like the original Chicago Card, but was account-based rather than storing the user's fare data on the card itself -- in essence, when used the card identified itself to the system, then an online account had to be accessed to check available fare value or passes. As a result, value could not be added at vending machines at rail stations.

The Chicago Card Plus could be managed through an online account, and featured optional automatic fare value reloading via a customer's credit card, fare balance protection (all Chicago Card Pluses had to be registered), and the convenience of touch-and-go fare payment. Customers could also check their balances and change the preferences online. According to the CTA, they were the first transit agency in the country to offer an account-based system to all transit customers, both bus and rail.

The Chicago Card Plus could be used as a pay-per-use card, deducting a single fare with each use, or be loaded with a 30-Day Pass, something not available to Chicago Card users. Only full fares and full fare passes could be loaded onto the card and used.

If using the automatic reload feature, for Pay-Per-Use, customers could select one of four pre-determined reload amounts to load, and when the balance on the Chicago Card Plus fell to $10, a credit card will be automatically charged with the pre-determined amount to reload the card. For the 30-Day Pass option, automatic reload would charge the customer's credit card for a new 30-Day pass on the 27th day of each 30-day cycle, with the new pass taking effect with the first ride taken after the current 30-day cycle has ended.

Starting in April 2004, the Chicago Card Plus was available as part of the Transit Benefit program, a pre-tax payroll deduction administered by employers. The Transit Benefit program provides a tax benefit to both employers and employees by enabling them to purchase fares with pre-tax earnings.

I-GO Chicago Card Plus: On January 6, 2009, the CTA and I-GO Car Sharing launched a joint smart card program -- a single card that could be used to gain access to I-GO vehicles and ride the CTA. A customer signing up for a new, individual membership from I-GO was given the option to participate in the program and link their I-GO membership to a Chicago Card Plus. I-GO Car Sharing, an affiliate of the Center for Neighborhood Technology, is a Chicago-based non-profit committed to economical and environmentally sound transportation choices.

Customers received a single card that could be used to ride the CTA and unlock their reserved I-GO vehicle. The CTA component of the Chicago Card Plus/I-GO cards offered the same account features as a standard Chicago Card Plus. The card looked similar to a Chicago Card Plus on the front, but was tinted green and included an I-GO logo next to the CTA logo. The back of the card was simple, just listing customer service contact information and reminding users that they were subject to all terms and conditions. The back also had an I-GO chip adhered to it, which unlocked reserved cars. The chip was originally adhered to the center of the card back, but was later moved toward the lower right corner (by the CTA logo) when it was found that the way customers gripped and commonly flexed the cards was damaging the I-GO chip.

Military Service Pass smart card: On February 5, 2008, the Chicago City Council passed an ordinance to provide free rides for active military personnel and disabled veterans on the CTA. In response, the CTA developed a pass for use by active and veteran military personnel, which would be an identification card similar to those used to allow senior citizens to ride free. Active U.S. military personnel in full uniform could ride free on CTA buses and trains beginning May 1, pending the development of the new pass.

Beginning on Monday, August 4, 2008, active U.S. military personnel and qualifying disabled veterans could register for the new CTA Military Service Pass that allowed them to ride free on CTA buses and trains. Qualified disabled veterans and active duty military personnel not in uniform had to have the CTA issued Military Service Pass in order to ride free. (Active duty military personnel dressed in full uniform could continue to ride CTA buses and trains free without the pass.) To be eligible for the Military Service Pass, active military personnel had to present an Armed Forces identification card, and disabled veterans had to present a valid state identification card along with an official letter from the U.S. Department of Veterans' Affairs (USDVA) indicating eligibility for a qualifying service-connected disability payment.

The original CTA Military Service Passes were smart cards. The Military Service Pass could only be used on CTA buses and trains; it was not valid for Metra, Pace fixed route, or Pace Paratransit services. Value could not be added to the pass, and it could not be shared or used to pay for multiple riders. The front of the pass featured a cropped image of the American flag and a CTA logo at the top, and a red bar at the bottom with the CTA's slogan. A white field in the center featured the CTA's name and the name of the pass, a photo of the pass holders, their name, an ID number, and the expiration date for the pass. The back of the pass was simple black text on a white field. A CTA logo and mission statement were at the top, with terms and conditions for the card below.

When the original smart card passes expired in 2012, they were replaced with new magnetic stripe Military Service Passes.

RTA Reduced Fare Permit smart card, 1st version: RTA Reduced Fare Permits are combination farecards and permits authorizing eligible passengers meeting certain criteria to pay a reduced fare. Issued by the Regional Transportation Authority, the permits were for customers who qualify for a reduced fare based on being a senior, having a disability, or being eligible for the use the paratransit.

The front bore the RTA's name and "Reduced Fare Permit" at the top. Below that was the passholder's photo (to help prevent fraudulent use), with "SMART CARD" above the photo and "REGISERED" below it, and the logos of the RTA, pace, Metra, and the CTA (the Take It marketing campaign logo, originally) -- the issuing agency, and the three agencies on whose service the permit's were good. Below that was the expiation date of the permit, and the serial number of the permit, whose first letter denoted what type of permit it was: "S" for senior, "D" for disabled, and "P" for paratransit. The back of the farecard was blank except for a serial number in one corner.

The permit functioned largely the same as the magnetic stripe farecard version of the pass, except with the ability to "touch-and-go" as a contactless card rather than inserting it into fare equipment. See the magnetic stripe RTA Reduced Fare Permit for details about the program and the mag stripe permit's functionality. One difference, however, was that in addition to being a stored-value card like the mag stipe version, the RTA Reduced Fare Permit smart card could also function as a monthly pass. A blue border around the photograph indicated that the card is a stored-value type and that value can be added to it. A red border indicated that it was a prepaid monthly pass smart card and cannot store value.

RTA Reduced Fare Permit smart card, 2nd version: The RTA Reduced Fare Permit smart card was later updated with CTA's newer logo. The other aspects of the smart card permit's graphics remained the same, as did its functionality.

For a period from 2008 to 2011, this card was replaced for seniors with the Senior Ride Free Permit smart card, but continued to be used by customers with disabilities (except those enrolled in the State’s Circuit Breaker program, see Circuit Ride Free Permit) and paratransit customers. Due to the time it took to distribute the new smart card permits, far equipment was reprogrammed to allow free entry with the type "S" Reduced Fare Permits from March 17, 2008 until the end of a 'grace period' on April 1, 2009, after which they resumed deducting a reduced fare. After the Senior Ride Free program was cancelled in 2011, seniors resumed using this card for reduced fares, unless they qualified for free rides by being enrolled in the Circuit Breaker program.

RTA Seniors Free Permit smart card: In early 2008, former Gov. Rod Blagojevich inserted a provision into legislation raising sales taxes to fund the CTA, Metra and Pace and granting the RTA new powers, using an amendatory veto to the proposed bill, to provide free rides for seniors regardless of income. The legislature felt it had no option but to acquiesce, even though this hurt the three operating agencies' finances at exactly the time they needed assistance. The program went into effect March 17, 2008. According to a UIC study, about 1.7 million seniors a month who previously paid rode free, about 31 percent of seniors that rode free had incomes of more than $55,000 a year, and a total of 16 percent were employed.

Seniors who possessed an RTA-issued Reduced Fare Permit were eligible for the free rides program. Existing senior permit cardholders did not need to reapply in order to be qualified for the program and were asked to retain their current magnetic strip Senior Permits or the smart card Senior Permits to gain access to CTA's fixed route services. CTA reprogrammed all of its fare equipment to accept RTA-issued senior permits with no charge for fares or transfers, so that the existing cards could simply continue to be used for free rides instead of reduced fare ones.

In February 2011, Gov. Pat Quinn's signed legislation limiting free rides to only low-income senior citizens, age 65 or older, leading to the creation of the RTA Ride Free Circuit Permit, available in magnetic stripe farecard form (the majority of the cards were issues this way) as well as smart card media (below). All other seniors resumed paying a reduced fare, and were issued new RTA Reduced Fare Permits. The Seniors Ride Free Program ended on September 1, 2011.

RTA Ride Free Circuit Permit smart card: The RTA Free Circuit Permit smart card allowed free rides on CTA, Pace and Metra for low-income citizens, age 65 or older. Originally created in 2008 for customers with disabilities and available only in magnetic stripe farecard form, a smart card version was available after Illinois Gov. Pat Quinn's signed legislation end the Seniors Ride Free Program in 2011. The majority of the RTA Ride Free Circuit Permits were still magnetic stripe cards, but there were a limited number of smart cards issued for the permit.

The card looked and functioned like the magnetic stripe farecard version of the permit, except with the ability to "touch-and-go" as a contactless card rather than inserting it into fare equipment. See the magnetic stripe RTA Ride Free Circuit Permit for details about the card design, program and the mag stripe permit's functionality.

Reduced Fare Student Riding Permit Smart Card: In 2008, the CTA and Chicago Public Schools (CPS) collaborated to test smart cards for high school students who take public transit to school. The pilot program was presented to the Chicago Transit Board on April 10, 2008. The smart cards were to be tested by approximately 1,900 students attending Carver Military Academy and Prosser Career Academy from May 1 through June 20, 2008. The goal of the program was to reduce the number of cards students have to carry from two or three -- a CPS student identification card; a paper or magnetic CTA student riding permit; and if they have a paper permit or choose not to load money on their mag stripe permit, a reduced fare magnetic strip farecard -- to one card that served all of these functions. Faster boarding, lower administrative costs, and further reduction in the use of cash and wear and tear on fareboxes were also goals. The CTA anticipated saving approximately $500,000 each year once the program is active in all CPS high schools.

The cards functioned like a Chicago Card in that they were stored value cards smart cards, but they deducted a reduced fare instead of a full fare. Students 12-20 years of age could use the cards during the same hours and with the same restrictions as the magnetic stripe student riding permits: Monday through Friday (excluding holidays) from 5:30am until 8pm when school was in session. Payment for multiple rides was not permitted.

CTA planned to evaluate the success of the student riding permit smart card test after the pilot period was over, and work with CPS to implement the program at other high schools if it proved feasible. In August 2008, CTA said the pilot was a success, saying that the benefits of the student smart cards drew large increases in the number of students at each school who participated in the reduced-fare program. According to CTA, prior to the pilot, just one out of four students at Prosser and Carver combined rode using the CTA student reduced fare program. During the pilot, three out of four students rode using their reduced fare Student Cards. In addition to the increased participation in the CTA reduced fare program, both schools noted a significant decrease in lost student ID cards, as compared with pre-pilot data.

CPS and CTA officials developed a joint task force to create a timeline and roll-out plan to expand the program to other Chicago high schools. Carver Military Academy and Prosser Career Academy continued the program in the fall. The CPS also expects to offer the program at 16 additional high schools in October 2008, with 30 more schools scheduled to come on board in January 2009. However, no additional schools were added to the program. Student Riding Permit smart cards continued to be issued to Carver and Prosser students at least through the 2009-2010 school year.

City Year Smart Card, original version: City Year is an education-focused nonprofit organization that partners with public schools to provide full-time targeted student interventions. Part of the AmeriCorps network, members support students by focusing on attendance, behavior, and course performance through in-class support, 1-on-1 and small group tutoring, mentoring, and after school programs. CTA's partnership with City Year, which offers an opportunity to link corps members with the communities and students they serve in the year-long program, dates back to about 2000. City Year members provide volunteer services to CTA such as staffing open houses and passing out flyers, while the CTA supports City Year members by providing farecards throughout the year of service.

While students were generally issued magnetic stripe farecards, certain employees of City Year were issued smart card permits. The cards had no encoded value, and money could not be added to the card. This card had an encoded expiration date.

City Year Smart Card, 2nd version: By 2008, the City Year smartcard was updated slightly. The overall layout remained the same, with the City Year name at the type in dark blue (but the front changed from Arial to, ironically, Chicago), with a photo on the left and the staff member's name, the card expiration date, and return address information below. The serial number was flipped from being down the right side to being down the left side, and the CTA logo was updated from the speed lines version to the red and blue circle logo adopted in 2004, and moved from the left side to the bottom right corner.

Special Use Smart Card - New Year Penny Rides Access: A special smart card used to unlock the turnstiles and allow passengers entry during CTA's promotional "penny rides" on New Year's Eve (which were, effectively, free rides, as there was no good way to collect the pennies with the AFC equipment). The cards were most likely used by Revenue Equipment Department personnel, as Customer Assistants typically just let customers through the access gate and kept a tally of how many free rides were given. This card is from New Year's Eve 2011; it is unclear how many years these cards were issued and used.