Metra


Metra is a commuter rail system in the Chicago metropolitan area serving the city of Chicago and surrounding suburbs. The system operates 242 stations on 11 rail lines. It is the fourth busiest commuter rail system in the United States by ridership and the largest and busiest commuter rail system outside the New York City metropolitan area. There were 83.4 million passenger rides in 2014, up 1.3% from the previous year. The estimated busiest day for Metra ridership occurred on November 4, 2016—the day of the Chicago Cubs 2016 World Series victory rally.
Using Chicago's rail infrastructure, much of which dates to the 1850s, the Illinois General Assembly established the parent Regional Transportation Authority to consolidate all public transit operations in the Chicago area, including commuter rail. The RTA's creation was a result of the anticipated failure of commuter service operated and owned by various private railroad companies in the 1970s. In 1984, RTA formed a commuter rail division to focus on rail operations, which branded itself as Metra in 1985. Freight rail companies still operate four of Metra's routes under contracted service agreements. Metra owns all rolling stock and is responsible for all stations along with the respective municipalities. Since its inception, Metra has directed more than $5 billion into the commuter rail system of the Chicago metropolitan area.

History

Early Chicago commuter rail

Since its founding in the 19th century, Chicago has been a major Midwestern hub in the North American rail network. It has more trackage radiating in more directions than any other city in North America. Railroads set up their headquarters in the city and Chicago became a center for building freight cars, passenger cars and diesel locomotives. Early commuter services were run by the Santa Fe, Baltimore & Ohio, Chicago Great Western, Pennsylvania, and Michigan Central. They were all eventually discontinued.
By the 1930s Chicago had the world's largest public transportation system, but commuter rail services started to decline. By the mid-1970s, the commuter lines faced an uncertain future. The Burlington Northern, Milwaukee Road, Chicago and North Western and Illinois Central had been losing money for several years, and were using trainsets with passenger cars dating as far back as the 1920s.

Formation of the RTA

To provide stability to the commuter rail system, the Illinois General Assembly formed the Regional Transportation Authority in 1974. Its purpose was to fund and plan the Chicago region's public transportation. After initially using second-hand equipment, the RTA took delivery of the first new EMD F40PH locomotives in 1976. That F40PH fleet is still in service today. The companies that had long provided commuter rail in the Chicago area continued to operate their lines under contract to the RTA.
Less than a decade later the Regional Transportation Authority was already suffering from ongoing financial problems. Additionally, two rail providers, the Rock Island Line and the Milwaukee Road, went bankrupt, forcing the RTA to create the Northeast Illinois Regional Commuter Railroad Corporation to operate their lines directly in 1982. In 1983 the Illinois Legislature reorganized the agency. That reorganization left the Regional Transportation Authority in charge of day-to-day operations of all bus, heavy rail and commuter rail services throughout the Chicago metropolitan area. It was also responsible for directing fare and service levels, setting up budgets, finding sources for capital investment and planning. A new Commuter Rail Division was created to handle commuter rail operations; along with CTA and Pace, it was one of RTA's three "service boards."

Metra branding

The board of the RTA Commuter Rail Division first met in 1984. In an effort to simplify the operation of commuter rail in the Chicago area, in July 1985 it adopted a unified brand for the entire system–Metra, or Metropolitan Rail. The newly reorganized Metra service helped to bring a single identity to the many infrastructure components serviced by the Regional Transportation Authority's commuter rail system. However, the system is still legally known as the Commuter Rail Division of the RTA.
Today, Metra's operating arm, the Northeast Illinois Regional Commuter Railroad Corporation, operates seven Metra owned routes. Four other routes continue to be operated by Union Pacific and BNSF under contract to Metra. Service throughout the network is provided under the Metra name. Metra also owns all rolling stock, controls fares and staffing levels, and is responsible for most of the stations. However, the freight carriers who operate routes under contract use their own employees and control the right-of-way for those routes.

Growth and expansion

In the late 20th and early 21st century Metra experienced record ridership and expanded its services. In 1996 Metra organized its first new line, the North Central Service, running from Union Station to Antioch. By 2006 it added new intermediate stops to that same route, extended the Union Pacific / West Line from Geneva to Elburn and extended SouthWest Service from Orland Park to Manhattan. In 2012 it boasted 95.8% average on-time performance. It also posted its fourth highest volume in its history despite decreases in employment opportunities in downtown Chicago.
Metra continued to seek expansion options and to improve passenger service. Over the past three decades, Metra has invested more than $5 billion into its infrastructure. That investment has been used to purchase new rolling stock, build new stations, renovate tracks, modernize signal systems and upgrade support facilities. In addition to core improvements on the Union Pacific Northwest and Union Pacific West routes, planning advanced on two new Metra routes, SouthEast Service and the Suburban Transit Access Route.

Corruption

Metra also has been marred by allegations and investigations of corruption. In April 2002, board member Don Udstuen resigned from both Metra and his executive job with the Illinois State Medical Society, after admitting to taking bribes to steer Metra contracts to firms associated with former legislator Roger Stanley and pleading guilty to his part in Illinois's Operation Safe Road scandal.
In April 2010 Metra's executive director, Phil Pagano, faced investigation for taking an unauthorized $56,000 bonus and was later found to have improperly received $475,000 in vacation pay. The day that the agency's board was scheduled to discuss his fate, Pagano stepped in front of a moving Metra train in an apparent suicide. Around the time of Pagano's death, allegations also surfaced that a Metra employee demanded a $2,000 payoff from the studio that used Metra in the 2011 film Source Code. That employee was later relieved of his duties, and retired.
In June 2013, Metra CEO Alex Clifford abruptly resigned his position with no public comment. It gradually was reported that his exit had been demanded by the Metra board, which negotiated a $871,000 severance package including a non-disclosure agreement. Clifford's ouster was allegedly arranged because he rejected requests for patronage hiring and promotion, including a request to promote a longtime supporter of State Representative Michael Madigan. In the wake of this scandal, five board members resigned. In August 2013, the remaining board members unanimously elected Don Orseno as interim CEO. Orseno's long railroad career, beginning with work to set up trains and check doors for the Chicago, Rock Island and Pacific Railroad played favorably in the board's decision. By October 2013, local officials had restored Metra's board to 11 members. After reviewing four candidates, the re-constituted board formally appointed Orseno CEO of Metra in January 2014.
In 2014, "a lengthy history of political patronage hiring at" Metra was reported, based on past files.

Operations

Stations

Metra serves passengers through stations throughout the Chicago metropolitan area. Each station, unless a route or branch terminus, provides travel toward and away from downtown Chicago. Therefore, a passenger can connect between the city and a suburb or between two points in the suburbs using Metra service. Although Metra's commuter rail system is designed to connect points all over the Chicago metropolitan area, it does provide some intracity connections within Chicago.
Metra trains originate from one of four stations in downtown Chicago. Six lines originate at Union Station. The three Union Pacific lines originate at Ogilvie Transportation Center, formerly North Western Station. The Rock Island District originates at LaSalle Street Station. The Metra Electric District originates at Millennium Station, formerly Randolph Street Terminal. These terminals are situated within walking distance of the Chicago Loop, so Metra passengers may easily transfer to a different Metra line upon their arrival downtown. Metra's urban-centric service remains popular with suburban commuters working downtown, reverse commuters, and those who visit Chicago for recreational activities and tourism.
Stations are found throughout Chicago, as well as in suburban Cook, DuPage, Kane, Lake, McHenry, and Will counties–an area largely coextensive with the inner ring of the Chicago metropolitan area. One station is located in Kenosha, Wisconsin.

Routes

Metra operates 11 lines, most of which date from the mid-19th century. Four lines are operated under contract. The BNSF Line service is operated by BNSF Railway. The three lines out of the Ogilvie Transportation Center are operated by the Union Pacific Railroad. The other seven lines are operated by the Northeast Illinois Regional Commuter Rail Corporation, Metra's operating subsidiary. Inbound trains on every line at all times run through to their Chicago terminus, however, many outbound trains do not run through to their respective lines' terminus.
█ BNSF Railway
█ Heritage Corridor
s at 59th Street station.
█ Metra Electric District
█ Milwaukee District / North Line:
█ Milwaukee District / West Line
█ North Central Service
█ Rock Island District
█ SouthWest Service
█ Union Pacific / North Line:
█ Union Pacific / Northwest Line
█ Union Pacific / West Line

Proposed routes

Metra proposed two routes in the early 2000s, SouthEast Service, which would connect some portions of the southern suburbs with downtown Chicago, and the Suburban Transit Access Route, which would connect various suburbs with each other without going into the downtown., only the SouthEast Service is still being considered.

Pre-Metra routes

Several commuter lines were discontinued before Metra was established. The Illinois Central line from present day Millennium Station to Addison, Illinois,, Pennsylvania Railroad line to Valparaiso, Indiana,, New York Central line from LaSalle Street Station to Elkhart, Indiana,, and four Chicago & North Western lines to St. Charles, Aurora, Freeport, and Kenosha-Harvard. The Burlington Route had service between Aurora and West Chicago, Illinois. Chicago Eastern Illinois operated commuter service on this line out of Dearborn Station to Dolton and Momence, respectively. The Chicago and Eastern Illinois commuter line to Momence, Illinois, ended in 1935, while the Chicago and Western Indiana service to Dolton, Illinois, was discontinued in 1964. Chicago Great Western had commuter service to DeKalb, Illinois. Santa Fe service to Joliet, Illinois. However, Metra runs service to Joliet, Illinois, on two routes: Heritage Corridor and Rock Island District.

Ridership

Annual ridership

YearRidership
200886,808,870
201081,369,000
201281,270,253
201483,369,706
201581,630,476
201680,402,319
201778,620,612
201876,088,329
201974,043,516

Weekday ridership

Weekend ridership

PeriodAvg. weekend ridership
2008120,700
July 2008–
June 2009		124,600
2010121,800
July 2011–
June 2012		116,100
July 2015–
June 2016		108,300
July 2016–
June 2017		105,900

Connections

consists of a public transportation infrastructure allowing for intermodal connections to local, regional, national and international transportation services. Parking lots are available adjacent to most suburban Metra stations for passengers connecting with their train by car. Most parking lots are operated by the municipality they are located in. Fees and fines are also assessed by the local municipality; however, parking is usually free on weekends and most holidays. Mass transit CTA and suburban Pace buses connect with many Metra stations downtown and in the suburbs. Monthly pass holders are offered link-up options with these services. In addition, many intercity bus lines connect with passengers outside of Union Station.
The Chicago "L" also has transfers with Metra at some Chicago stations. Most 'L' lines traverse the Loop allowing nearby access to all downtown Metra terminals. There are also transfer points between Metra and the 'L' outside of the Loop, such as transfers from the Union Pacific/Northwest Line to the Blue Line at Irving Park and Jefferson Park Transit Center; and from the Union Pacific / West Line to the Green Line at Oak Park. 'L' trains announce downtown Metra connections on board when announcing the next 'L' stop.
Union Station doubles as both a Metra station and Amtrak's station in Chicago. In addition to Illinois Service and Hiawatha Service, Amtrak trains run nationwide including service to states spanning both coastlines. Passengers connecting from Ogilvie Transportation Center can access Union Station through its north platforms on the opposite side of Madison Street, with Millennium and LaSalle stations also within a short walking distance of Union Station as well. A number of suburban Metra stations are also shared with Amtrak as well.
The South Shore Line, an interurban line connecting Chicago with the Indiana suburbs and South Bend, originates at Millennium Station and operates along much of the Chicago portion of the Electric District line, as far south as 63rd Street. Per a longstanding noncompete agreement, eastbound South Shore trains only stop at shared Electric District stations to board passengers, and westbound South Shore trains only stop to discharge passengers.

Positive train control

In regards to the PTC mandate that passed Congress, Metra took steps to meet the deadline. Metra concluded that the December 31, 2015 mandate to have PTC running was an unreasonable requirement. This aligns with the stance taken by much of the railroad industry. This is due to a variety factors including but not limited to: delays from the government and the fundamental complexity of building a program from the ground up. Moreover, Metra estimates the cost of implementing the system on their of track in the Chicago region to be over $200 million. The fear is this unfunded mandate will divert scarce capital funds from other essential needs. This includes building and maintaining existing tracks, stations, signals, and other equipment that ensures a safe operating environment for all of Metra’s passengers. However, Metra recognizes the need for PTC but just would like a more reasonable timeline to implement such a program. This recognition is partially based on Metra’s previous accident history. Two noteworthy events were a pair of accidents on the Rock Island District within a span of a couple of years. The first event was a derailment that occurred on October 12, 2003 when a train flew through a 10 mph crossing at 68 mph. A second very similar occurrence happened on September 17, 2005 but was more serious. This derailment killed 2 passengers and injured 117. Both of these incidents could have been prevented if PTC were in place. In both circumstances PTC would have overridden the engineer and slowed the train down to the appropriate speed to prevent an accident from occurring.
Recently, Metra has taken significant steps in the process to fully implementing PTC. On April 22, 2015 the Metra board approved an $80 million contract to Parsons Transportation Group. Parson’s was the sole bidder and speaks to the complexities of the project. They will be in charge of incorporating various devices from GPS, radio, to trackside antennas into one cohesive system. The group has some experience in this sector previously as Parsons worked with the southern California commuter rail agency Metrolink to install their system.

Fare system and ticketing

Fare is determined by the distance travelled by a passenger. Each station along every route has been placed in a specific zone based on its distance from its respective downtown station. Downtown terminal and downtown stations are classified as zone 'A' and each additional zone generally represents an added from the downtown terminus. Multiple stations can be placed in the same zone even though they are on the same line. Fare zones include A, B, C, D, E, F, G, H, I, and J.

Tickets

Several ticketing options exist for passengers. Riders may choose to purchase one-way tickets, ten-ride tickets, weekend passes or monthly passes.
Metra allows some travellers to purchase reduced fare tickets or even ride for free. These reduced fare and free ride programs are administered by Metra and the RTA. Some pre-college students, youth, senior citizens, members of the United States Armed Forces and persons with disabilities may qualify for these programs. Time-based and geographical restrictions apply to these programs and passengers must ensure they qualify before attempting to purchase special tickets or ride for free.

Safety and security

Metra employees, the Metra Police Department and other public safety agencies are responsible for maintaining safety and security on its lines, aboard its trains and at stations all to various degrees. Although rail transport is one of the safest forms of land travel, compromises to Metra's safety and security can occur through pedestrian accidents, suicide attempts, vehicle collisions, derailment, terrorism and other incidents. Failing to maintain safety and security can result in equipment and infrastructure damage, extensive service disruptions, traumatic injuries and loss of life. Therefore, Metra and other agencies consider safety a top priority and dedicate a significant amount of resources to combat these dangers.
Starting in early summer of 2013 Metra has announced plans to up police patrols on to the seven lines the agency operates: the Milwaukee Districts North and West, the North Central Service, the Heritage Corridor, South West Service, Rock Island and Electric District. The police patrols will not be on the BNSF and Union Pacific train lines because those line are operated by the railroads that own them and security falls to those companies. When asked why there were increasing patrols spokesman Michael Gillis said, "There is no particular reason, other than the fact that we want to be more proactive and more deliberately visible to our riders,"

Law enforcement

The Metra Police Department is a special law enforcement agency charged with providing police services to passengers, employees, equipment and property. The department has more than 100 police officers and is responsible for the safety of all routes and stations. In an effort to help coordinate emergency preparedness and incident management, all Metra police officers are certified in the National Incident Management System. In addition, Metra police works with the Chicago Police Department as a member of the Chicago Alternative Policing Strategy. Thomas A. Cook was the only Metra police officer that has been killed in the line of duty thus far.

Rail safety

The focus on rail safety by Metra comes from many fronts beyond operations including emergency preparedness and public awareness. The setup of railway platforms, use of grade crossing signals and horn blasts make up a critical system used to communicate movements of commuter trains to pedestrians and vehicles. Outside of these operational components, Metra aggressively pursues safety through public awareness. Metra utilizes its own Operation Lifesaver program and uses it to help spread safety messages. Metra also holds events promoting rail safety at schools and organizes a safety poster contest awarding winners with prizes and features their poster on monthly passes and at stations.
Metra has been honored with several E. H. Harriman Awards for employee safety, most recently with a Bronze award in class B for 2005. Previous Harriman Awards conferred to Metra include Gold awards for 2003 and 2004 and a Silver award for 2002.
Metra expects to implement positive train control on its entire system in 2019, four years after the federally mandated 2015 deadline.

Incidents

There were 156 non-employee fatalities involving Metra equipment and Metra owned track between 2001 and 2010. On average 15 people were killed annually based on data from that decade. The highest number of fatalities in a year throughout that time occurred in 2002, with 23 deaths and in 2010, with 21 deaths. The majority of these fatalities occurred at grade crossings and on railway involving an impact with a train; only four deaths involved passengers aboard the train.
The worst passenger rail disaster in Illinois occurred prior to the formation of Regional Transportation Authority. The 1972 Chicago commuter rail crash consisted of a two train collision on the Metra Electric, then under the control of the Illinois Central. The collision resulted in 45 deaths and 332 injuries. Two decades later, Metra experienced its first rail disaster, the 1995 Fox River Grove bus–train collision. This accident involved a collision of a Union Pacific / Northwest Line train and a school bus at a grade crossing resulting in 21 injuries and the deaths of seven high school students. In 2003, another incident involved a Rock Island District train derailing while switching from one track to another, injuring 45 passengers. In 2005, a train carrying 200 passengers along the same stretch of track derailed and then collided with a steel bridge resulting in two deaths and 117 injured. The cause of both accidents was ruled to be human error; the trains were going at speeds in excess of when they should have been going.
In addition to the loss of life, injuries, damage and service disruptions caused by accidents, Metra and other transportation agencies have been involved in multimillion-dollar lawsuits and settlements stemming from safety failures. These failures have also resulted in updated safety policies and adjustments of equipment and warning devices.

Rolling stock

Current locomotives

All of Metra's locomotives are diesel-electric locomotives. The bulk of its locomotive fleet consists of F40PH locomotives. The Electric District uses electric multiple units.
BuilderModelRoad NumbersYear BuiltRoutes AssignedNotes
EMDSW11–21938, 1946Switch service, work trainsRI, Number 1 has been modified with MU Car couplers and is the oldest operating loco in the U.S. that is not preserved. It is used to transfer cars from Metra Electric at Blue Island to the Blue Island wheel house to maintain proper wheel profile on Metra Electric MU cars. Both originally Illinois Central units, then sold to Rock Island. Conveyed to RTA in the take over of commuter service.
EMDSW120031954Switch service, work trainsOriginally Milwaukee Road
EMDSW15004–6, 8-91967-1968, 1971-1972Switch service, work trains
EMDGP23ECO10-111969, 1966Switch service, work trainsTwo GP23ECOs from Progress Rail. Both built as gp40s.
EMDSD70MACHTBDTBDTBDUsed SD70MAC locomotives to be converted for Metra service. 15 on order, with options for 27 more. First locomotives are expected in August 2021.
EMDF59PHI73-931998Milwaukee District, North Central Service, Heritage Corridor, Union Pacific WestEx-Amtrak Cascades and Pacific Surfliner 450-470, the first of these were delivered to Metra at the end of October 2018.
EMDF59PH94-991988Milwaukee District, North Central Service, Heritage Corridor97-99 ex-AMT. Brought into service in 2015. Painted in "lightning bolt" paint scheme. 94-96 in the process of delivery.
EMDF40PH-3100–149, 173-184, 215-2171977, 1979-1981, 1983, 1988-1989All Diesel Routes100-149 rebuilt to -3 specifications between 2008-2012 100 repainted into RTA wrap from September 14, 2017-mid 2018.
174-184 rebuilt to -3 specifications between 2016-2017. 173 rebuilt to -3 specifications in 2018 to replace the wrecked F40PHM-2 205.
215-216 sold to Metra in 2009 by the Tennessee Central Railway Museum and refurbished by Progress Rail prior to service. 215 suffered a major fire on December 3, 2018 and has not returned to service since.
Locomotive #217, an ex-Virginia Railway Express locomotive sold to Metra in 2016, has been rebuilt as an F40PH-3 and repainted into the "lightning bolt" paint scheme.
EMDF40PH-2150–1721983Union Pacific Lines
EMDF40PHM-2195, 199, 210, 2131992BNSF, RI, Southwest ServiceAll to be rebuilt to -3 specifications. The F40PHM-2s are the last F40PH series locomotives built by EMD.
EMDF40PHM-3185-194, 196-198, 200-204, 206-209, 211-212, 2141991-1992BNSF, RI, Southwest ServiceRebuilt to -3 specifications from F40PHM-2 beginning in 2016. 194 was the first F40PHM-2 to be rebuilt and repainted.
MPIMP36PH-3S403-404, 407, 411, 421, 424, 4272003–2004RI, Milwaukee District, North Central ServiceTo be converted to MP36PH-3C.
MPIMP36PH-3C401-402, 405-406, 408-410, 412-420, 422-423, 425-4262003–2004RI, Milwaukee District, North Central ServiceConverted from MP36PH-3S beginning in 2015 with 417.
EMDF40C611, 6141974Milwaukee District611 and 614 were retired in 2003 and 2004. In January 2005, they were brought back into service while several then-new MP36PH-3S locomotives were out of service with software issues. Due to the F40PH rebuild program, 611 returned to service in March 2009, and 614 returned to service in April 2009; both locomotives remained in service until mid-2012.

Retired locomotives

Coaches

NumbersTypeHeritageYear BuiltBuilderDisposition
700-787
790-795		Coach
Coach/Cab		Burlington Route1950–1965
1965		BuddOperating, Rebuilt 1973
700-740, 752, 781, 790-795 sold to MItrain in Michigan
796-815
816-820
7100-7121		Coach/Cab
Coach
Coach		Burlington Northern1973
1973
1977-1978		BuddOperating
6001–6194CoachMetra2002–2005Nippon SharyoOperating
7200–7382CoachMilwaukee Road1961–1980BuddOperating
7400–7497CoachMetra1996–1998AmerailOperating
Rebuilt, 2012
8200–8238Coach/CabMilwaukee Road1961–1974BuddOperating
8239–8275Coach/CabRTA1978–1980BuddOperating
Some have been converted to coaches.
8400–8478Coach/CabMetra1994–1998Morrison-Knudsen/AmerailOperating
Mainly assigned on the UP lines.
8501–8608Coach/CabMetra2002–2005Nippon SharyoOperating
7700–7866CoachChicago and North Western1960–1970PullmanOperating
Five have been purchased back due to money problems.
7600–7613CoachChicago and North Western1955St. LouisRetired
Two preserved in the Illinois Railway Museum
7650–7681CoachChicago and North Western1956PullmanRetired
One preserved in Illinois Railway Museum as a cab coach
7867–7871CoachRock Island1970St. LouisRetired
7880Coach Chicago and North Western1958PullmanRetired
7881–7885CoachRock Island1970PullmanRetired
7900–7901Club CarChicago and North Western1955St. LouisRetired
8700–8763Coach/CabChicago and North Western1960–1968PullmanRetired

Private club coaches

Electric multiple units

Metra's electric units are also known as Highliners.
NumbersTypeHeritageYear BuiltBuilderStatus
1201–1226MU CoachMetra2005Nippon SharyoOperating
1227–1238MU CoachMetra2012Sumitomo GroupOperating
1239–1279MU CoachMetra2013Sumitomo GroupOperating
1280-1386MU CoachMetra2014-2016Sumitomo GroupOperating
1501–1630MU CoachIllinois Central1971–1972St. LouisRetired
1631–1666MU CoachIllinois Central1978–1979BombardierRetired