| Metra | |||
|---|---|---|---|
A Metra locomotive pulls out of Union Station in Chicago. |
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| Info | |||
| Owner | Regional Transportation Authority (RTA) | ||
| Locale | Chicago Metropolitan Area, United States | ||
| Transit type | Commuter rail | ||
| Number of lines | 11[1] | ||
| Number of stations | 240[1] | ||
| Daily ridership | 301,200 (weekday) 121,800 (weekend)[1] |
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| Chief executive | Alexander D. Clifford[2] | ||
| Operation | |||
| Began operation | 1984 | ||
| Operator(s) | Metra Union Pacific, BNSF |
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| Reporting marks | METX, METZ, NIRC | ||
| Technical | |||
| Track gauge | 4 ft 8 1⁄2 in (1,435 mm) (standard gauge) | ||
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Metra is the commuter rail division of the Illinois Regional Transportation Authority. The system serves Chicago and its metropolitan area through 240 stations on 11 different rail lines. Throughout the 21st century, Metra has been the second busiest commuter rail system in the United States by average weekday passenger trips.[3] Experiencing an average growth of 1.6% in ridership per year, Metra trains offered 81.4 million passenger rides in 2010.[4]
Utilizing Chicago's rich rail infrastructure founded in the 19th century, the Illinois General Assembly established the RTA, and later Metra, to service commuters by railroad. Metra's creation was a result of the anticipated failure of commuter service operated and owned by various freight rail transportation companies in the 1970s. Freight rail companies still operate some routes; however, these operations are guided by 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.
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Since the 19th century Chicago has been the main hub of the North American rail network. [5] Because of its central role, Chicago has more trackage radiating in more directions than any other city in North America.[5] During the early history of commuter railroads in Chicago, railroad companies set up their headquarters in the city and Chicago became a major hub for manufacturing of freight cars, passenger cars and diesel locomotives. Commuter rail service was born when Chicago area rail freight companies offered passenger services.[5]
By the 1930s Chicago had the world's largest public transportation system, but commuter rail services had slowly started to decline from the mid to late 1960s.[6] By the mid 1970s, the commuter lines faced an uncertain future. The Burlington Northern, Milwaukee Road, Chicago and North Western, Illinois Central were losing money and railroads were still using passenger cars from as far back as the 1920s.[7]
To provide stability to the commuter rail system, the Illinois General Assembly formed the Regional Transportation Authority in 1974.[8] Its purpose was to fund and plan the Chicago region's public transportation. In the beginning the Regional Transportation Authority commuter train fleet consisted of second-hand equipment, until 1976 when the first order of new EMD F40PH locomotives arrived. That F40PH fleet is still in service today.[7]
Less than a decade later the Regional Transportation Authority was already suffering from ongoing financial problems. 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.[8]
Due to the broad range of responsibilities entrusted with the Regional Transportation Authority, the Commuter Rail Service Board introduced the Metra brand in 1984. 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.[8] Metra's operating arm, the Northeast Illinois Regional Commuter Railroad Corporation, was created as a separate rail subsidiary which operates seven Metra owned routes. Contracts were setup with the Union Pacific and Burlington Northern Santa Fe railroads to operate four other Metra routes. While Metra owns all rolling stock and is responsible for most stations on those routes, the freight carriers use their own employees and control the right-of-way for those routes. In keeping with Metra's purpose to provide a single identity for commuter rail in Chicagoland, the freight operators provide service under the Metra name.[8]
In the late 20th and early 21st century Metra experienced record ridership and expanded its services. In 1996 Metra organized its first new line, North Central Service. 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 2010 it boasted 95.9% average on time performance. It also posted its fourth highest volume in its history despite decreases in employment opportunities in downtown Chicago.[4]
While there was success related to ridership increases and service expansion, Metra has been marred by corruption allegations and investigations. In April 2010 Metra's executive director, Phil Pagano, was being investigated for taking an unauthorized $56,000 bonus and was later found to have improperly received $475,000 in vacation pay. Pagano stepped in front of a moving Metra train on May 7, 2010 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.[9]
Despite these setbacks Metra continues 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.[8] In addition to core improvements on the Union Pacific Northwest and Union Pacific West routes, planning progresses on two new Metra routes, SouthEast Service and the Suburban Transit Access Route.[10]
Metra services passengers through stations throughout the Chicago metropolitan area. Each station, unless a route or branch terminus, provides travel towards (inbound) and away (outbound) 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.[11]
Chicago's four downtown stations servicing Metra trains are Union Station, Ogilvie Transportation Center, LaSalle Street Station and Millennium Station. All of these stations are situated inside or within a block of the Chicago Loop, so Metra passengers may also transfer to a different Metra line upon their arrival downtown.[11] Metra's urban-centric service remains popular with suburban commuters working downtown, reverse commuters, and those who visit Chicago for recreational activities and tourism.[12]
Of Metra's 11 routes, four are operated under contract. The BNSF Line service is operated by BNSF Railway. The Union Pacific/North, Union Pacific/Northwest and Union Pacific/West lines are operated by the Union Pacific Railroad. Lines not contracted are operated by the Northeast Illinois Regional Commuter Rail Corporation (NIRC), Metra's operating subsidiary.
█ Milwaukee District/North Line:
█ Milwaukee District/West Line
█ Union Pacific/Northwest Line
Transportation in Chicago consists of a rich 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.[13] Mass transit CTA and suburban Pace busses connect with many Metra stations downtown and in the suburbs. Monthly pass holders are offered link-up options with these services.[14] In addition, many intercity bus lines connect with passengers outside of Union Station.[15]
Chicago 'L' subway and elevated trains also connect with Metra trains at some Chicago stations. Most 'L' lines traverse the Loop allowing nearby access to all downtown Metra terminals. Some stations, such as the Jefferson Park Transit Center, provide transfer points to Chicago 'L' stations outside of the Loop.[16] 'L' trains announce downtown Metra connections onboard when announcing the next 'L' stop. Amtrak intercity trains depart alongside Metra trains at Union Station.[17] In addition to Illinois Service and Hiawatha Service to Milwaukee, Amtrak trains run nationwide including service to states spanning both coastlines.[18] Passengers connecting from Ogilvie Transportation Center can access Union Station through its north platforms on the opposite side of Madison Street.[17]
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 termini and downtown stations are classified as zone 'A' and each additional zone generally represents an added 5 miles (8.0 km) from the downtown terminus. Multiple stations can be placed in the same zone even though they are on the same line.[14]
Several ticketing options exist for passengers. Riders may choose to purchase one-way tickets, ten-ride tickets, weekend passes or monthly passes.[14]
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.[14]
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,[19] 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.[20]
The Metra Police Department is a special law enforcement agency charged with providing security 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.[21] In an effort to help coordinate emergency preparedness and incident management, all Metra police officers are certified in the National Incident Management System.[22] In addition, the Metra police work with the Chicago Police Department as a member of the Chicago Alternative Policing Strategy.[21] Only one Metra police officer has been killed in the line of duty.[23]
The focus on rail safety by Metra comes from many fronts beyond operations including emergency preparedness, and public awareness.[22] 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.[20]
Metra has been honored with several E. H. Harriman Awards for employee safety, most recently with a Bronze award in class B (line-haul railroads with between 4 and 15 million employee hours per year) for 2005. Previous Harriman Awards conferred to Metra include Gold awards for 2003 and 2004 and a Silver award for 2002.[24]
There were 156 non-employee fatalities involving Metra equipment and Metra owned track between 2001 and 2010.[25] 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.[25]
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 track now used for the Metra Electric District. The collision resulted in 45 deaths and 332 injuries.[26] Several decades later, Metra experienced its first rail disaster, the 1995 Fox River Grove bus–train collision.[27] This accident involved a collision of a Metra train and a school bus at a grade crossing resulting in 21 injuries and the deaths of seven high school students.[27]
In addition to the loss of life, injuries, damage, and service disruptions caused by accidents, Metra and other transportation agencies have been involved in multi-million dollar lawsuits and settlements stemming from safety failures.[28][29] These failures have also resulted in updated safety policies and adjustments of equipment and warning devices.[27]
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.
| Numbers | Model | Year Built | Assigned | Disposition |
|---|---|---|---|---|
| 100–127 | F40PH-3 | 1976–1977 | All diesel routes | Operating, rebuilt to phase 3 status between 2008-2011[30] |
| 128–184 | F40PH-2 | 1979–1989 | All diesel routes, many of which are assigned to the UP lines | Operating, being rebuilt to F40PH-3's as of 1/11 |
| 185–214 | F40PHM-2 | 1991–1992 | All Diesel Routes Except Union Pacific Lines.
214 pulled the first North Central Service train from Antioch to Chicago. The F40PHM-2s are the last F40PH series locomotives built. |
Operating |
| 215-216 | F40PH-3 | 1977-1981 | All Diesel Routes | Operating,
Sold to Metra in 2009 by the Tennessee Central Railway Museum, and refurbished by Progress Rail before coming to Chicago. METX 215: Ex-Amtrak 258, METX 216: Ex-Amtrak 375 |
| 401–427 | MP36PH-3S | 2003–2004 | BNSF, RI, Milwaukee North, Milwaukee West and North Central Service | Operating |
| 305, 308 | F7 | 1949 | All Diesel Routes | Retired, donated to Illinois Railway Museum |
| 514–516, 518, 521 | E8 | 1951–1953 | All Diesel Routes | Retired |
| 600–614 | F40C | 1974 | 611 & 614 Milwaukee Districts | 600-610, & 612-613 Retired, 611 & 614 Operating,
611 and 614 were brought back into service, first in 2004 when the MP36PH-3S had software and computer problems when first delivered to Metra, and again in 2008 while F40s were sent to Progress Rail for overhaul. |
| 1–2 | SW1 | 1939 | RI, ME | Operating |
| 3 | SW1200 | Milwaukee West, Milwaukee North | Operating | |
| 4–8 | SW1500 | RI, Milwaukee West, Milwaukee North, ME | Operating |
| Numbers | Type | Heritage | Year Built | Builder | Disposition |
|---|---|---|---|---|---|
| 740–820 | Coach | Burlington | 1950–1973 | Budd | Operating |
| 7100–7121 | Coach | Burlington | 1977–1978 | Budd | Operating |
| 6001–6192 | Coach | Metra | 2002–2005 | Nippon Sharyo | Operating |
| 7200–7382 | Coach | Milwaukee Road | 1961–1980 | Budd | Operating |
| 7400–7497 | Coach | Metra | 1996–1998 | Amerail | Operating |
| 8200–8238 | Coach/Cab | Milwaukee Road | 1961–1974 | Budd | Operating |
| 8239–8275 | Coach/Cab | RTA | 1978–1980 | Budd | Operating |
| 8400–8413 | Coach/Cab | Metra | 1994–1995 | Morrison-Knudsen | Operating |
| 8414–8478 | Coach/Cab | Metra | 1995–1998 | Amerail | Operating |
| 8501–8608 | Coach/Cab | Metra | 2002–2005 | Nippon Sharyo | Operating |
| 7700–7866 | Coach | Chicago and North Western | 1960–1970 | Pullman | Operating |
| 553 | Club Car | Chicago and North Western | 1949 | ACF | Operating |
| 555 | Club Car | Chicago and North Western | 1949 | ACF | Retired |
| 7600–7613 | Coach | Chicago and North Western | 1955 | St. Louis | Retired |
| 7650–7681 | Coach | Chicago and North Western | 1956 | Pullman | Retired |
| 7867–7871 | Coach | Rock Island | 1970 | St. Louis | Retired |
| 7880 | Coach (Former Parlor) | Chicago and North Western | 1958 | Pullman | Retired |
| 7881–7885 | Coach | Rock Island | 1970 | Pullman | Retired |
| 7900–7901 | Club Car | Chicago and North Western | 1955 | St. Louis | Retired |
| 8700–8763 | Coach/Cab | Chicago and North Western | 1960–1968 | Pullman | Retired |
| Numbers | Type | Heritage | Year Built | Builder |
|---|---|---|---|---|
| N/A | MU Coach | Metra | Deliveries begin in 2012 | Sumitomo Group[31] |
| 1201–1226 | MU Coach | Metra | 2005 | Nippon Sharyo |
| 1501–1630 | MU Coach | Illinois Central | 1971–1972 | St. Louis |
| 1631–1666 | MU Coach | Illinois Central | 1978–1979 | Bombardier |
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