Metra
| Company type | Public agency |
|---|---|
| Industry | Commuter rail transit |
| Predecessor | Regional Transportation Authority (RTA) Commuter Rail Division |
| Founded | 1974 |
| Headquarters | Chicago , United States |
Area served | Chicago metropolitan area |
Key people | Don Orseno (CEO as of 2014) |
| Products | Commuter rail services |
| Parent | Regional Transportation Authority (RTA) |
| Website | metrarail |
Metra serves as the chief commuter rail network within the Chicago metropolitan area, connecting Chicago with its surrounding suburbs through lines operated by the Union Pacific Railroad, BNSF Railway, and other rail carriers. The system encompasses 243 stations across 11 routes. It holds the position of the fourth largest commuter rail system nationwide and is the most extensive outside the New York City metropolitan area. In , Metra reported a total ridership of , with an average weekday patronage of . The highest single-day usage occurred on November 4, 2016, coinciding with the Chicago Cubs’ 2016 World Series championship celebration, when passenger numbers surpassed 460,000.
Metra’s origins trace back to passenger rail services established in the 1850s. Its present organization began in 1974 when the Illinois General Assembly formed the Regional Transportation Authority (RTA) to integrate transit operations in the Chicago region, including commuter rail services as a public utility. This initiative responded to anticipated service withdrawals by private railroads during the 1970s. In 1983, RTA restructured commuter rail under a dedicated Commuter Rail Division, which adopted the Metra brand in 1985. While freight rail companies continue to operate four lines under purchase-of-service contracts, Metra owns all rolling stock and collaborates with local governments in managing most stations. Since its establishment, Metra has invested over $5 billion into developing Chicago’s commuter rail infrastructure alongside the CTA. In January 2023, Metra introduced a real-time train tracking platform to improve passenger information and commute transparency.
Early Chicago commuter rail
Throughout the 19th century, Chicago emerged as a pivotal center within North America’s railway network, boasting more extensive track mileage radiating in multiple directions than any other city on the continent. Numerous railroad companies headquartered in Chicago established it as a manufacturing hub for freight cars, passenger coaches, and diesel locomotives. Initial commuter rail operations were conducted by entities such as the Chicago, Burlington and Quincy Railroad, Chicago and North Western, and Milwaukee Road.
By the 1930s, Chicago possessed the largest public transportation system globally; however, commuter rail services began experiencing a downturn. By the mid-1970s, uncertainty loomed over commuter lines as Burlington Northern, Milwaukee Road, Chicago and North Western, and Illinois Central faced financial losses while operating outdated passenger equipment dating back to the 1920s.
Establishment of the RTA
In 1974, the Illinois General Assembly founded the Regional Transportation Authority (RTA) to provide funding and strategic planning for public transit within the Chicago metropolitan area, aiming to stabilize commuter rail services. Initially, the RTA utilized refurbished equipment but introduced new EMD F40PH locomotives in 1976, a fleet that remains operational today. The original railroad companies continued their operations through contracts with the RTA.
Financial difficulties persisted into the early 1980s, with the bankruptcies of the Rock Island Line and Milwaukee Road prompting the RTA to create the Northeast Illinois Regional Commuter Railroad Corporation in 1982 to assume direct operation of those lines. The following year, Illinois restructured the agency, delegating responsibility for daily management of bus, heavy rail, and commuter rail services throughout Chicago’s metropolitan region to the RTA. This included oversight of fare structures, service standards, budgets, capital projects, and long-term planning. Alongside CTA and Pace, a dedicated Commuter Rail Division was formed as one of three service boards under the RTA umbrella.
Metra identity
The board overseeing the RTA’s Commuter Rail Division convened for the first time in 1984 and by July 1985 adopted the unified brand name Metra (short for Metropolitan Rail) to streamline commuter rail operations across Chicago. Although legally still recognized as the Commuter Rail Division of the RTA, this rebranding provided a cohesive public identity.
Metra’s operational entity, the Northeast Illinois Regional Commuter Railroad Corporation, directly manages seven routes owned by Metra. An additional four lines are operated under agreements with Union Pacific (formerly Chicago & North Western) and BNSF Railway (formerly Burlington Northern), yet all services are delivered under the Metra brand. While Metra owns all rolling stock, oversees fare policies and staffing, and manages most stations, contracted freight carriers supply their own personnel and maintain control over right-of-way on their respective routes.
By early 2024, operations of Union Pacific’s three commuter lines are anticipated to transition to Metra management; however, Union Pacific will continue owning and maintaining the rail infrastructure on those corridors.
Service growth and development
Since the late 20th century, Metra has experienced significant increases in ridership alongside service expansions. In 1996, it inaugurated the North Central Service connecting Union Station to Antioch. By 2006, additional stops were added on that line, while extensions included lengthening the Union Pacific West Line from Geneva to Elburn and expanding SouthWest Service from Orland Park to Manhattan. Despite declines in downtown Chicago employment in 2012, Metra maintained a 95.8% average on-time performance and recorded its fourth highest ridership level.
Over three decades, Metra has invested more than $5 billion into infrastructure enhancements such as acquiring new rolling stock, constructing stations, upgrading tracks and signals, and modernizing facilities. Plans for future growth have encompassed improvements on Union Pacific Northwest and West Lines as well as proposals for new services like the SouthEast Service and the Suburban Transit Access Route ("STAR" Line). In 2023, Metra announced a planned extension of the Milwaukee District West Line reaching Rockford, Illinois, with intermediate stops at Huntley and Belvidere, scheduled for completion by 2027.
During August 2024’s Democratic National Convention, Metra operated hourly shuttle trains on the North Central Service between O'Hare International Airport and Union Station. Conversations are ongoing regarding establishing permanent increased service to O’Hare; however, this expansion would necessitate agreements with freight rail owners Canadian National and Canadian Pacific Kansas City as well as substantial infrastructure improvements—including track upgrades and potentially dedicated trainsets.
Corruption
Metra has been the subject of several corruption claims and investigations over the years. In April 2002, board member Don Udstuen stepped down after confessing to accepting bribes in exchange for steering contracts toward companies connected to former legislator Roger Stanley. He subsequently pleaded guilty in Illinois's Operation Safe Road investigation.
In April 2010, executive director Phil Pagano came under scrutiny for reportedly receiving an unauthorized bonus of $56,000 and improperly collecting $475,000 in vacation pay. Before the board could take action regarding these allegations, Pagano died by suicide. Around the same period, a Metra employee was accused of soliciting a $2,000 bribe from the production crew of Source Code; this individual was later removed from their position and retired.
CEO Alex Clifford resigned suddenly in June 2013 due to pressure from the board, reportedly because he declined to approve patronage-based hiring and promotions associated with State Representative Michael Madigan. Clifford was granted a severance package totaling $871,000 along with a non-disclosure agreement. This controversy led to the resignation of five board members. Don Orseno, chosen for his significant railroad expertise, was named interim CEO in August 2013. By October 2013, the board had returned to full strength and officially appointed Orseno as CEO in January 2014.
In 2014, internal documents revealed a long-established practice of political patronage hiring within Metra.
Underfunding
Metra has historically struggled with inadequate funding, receiving approximately $700 million annually while projecting a need closer to $2 billion each year—a threshold only reached starting in 2020. This financial shortfall resulted in reductions to new rolling stock acquisitions, prompting reliance on Rebuild Programs that refurbish existing railcars and locomotives with updated systems at a fraction of the cost of new equipment. For instance, refurbishing a railcar costs about $650,000 compared to roughly $3 million for purchasing a brand-new unit.
Stations
Metra maintains stations throughout the Chicago metropolitan area, facilitating travel both into and out of downtown Chicago. This system supports connections between the city center and surrounding suburbs as well as suburb-to-suburb transit. While its primary role is regional commuting, Metra also provides certain intracity routes within Chicago.[1]
Trains depart from four major downtown Chicago terminals: six lines operate from Union Station, three Union Pacific lines run out of Ogilvie Transportation Center (formerly North Western Station), the Rock Island District line operates from LaSalle Street Station, and the Metra Electric District uses Millennium Station (previously Randolph Street Terminal). All these terminals are located within walking distance of the Chicago Loop, allowing convenient transfers between lines. Metra’s services focused on urban areas remain essential for suburban commuters, reverse commuters heading into suburbs, and tourists or recreational travelers.[2]
Stations extend across Chicago and suburban counties such as Cook, DuPage, Kane, Lake, McHenry, and Will. Additionally, one station is situated in Kenosha, Wisconsin.
Routes
Metra manages 11 rail lines, most of which date back to the mid-1800s. The BNSF Line is operated by BNSF Railway through a purchase-of-service contract, whereas the remaining ten lines are administered by the Northeast Illinois Regional Commuter Rail Corporation (NIRC), Metra's operating branch. Eight of these lines primarily utilize tracks owned by other rail companies, while the Electric and Rock Island districts run exclusively on tracks owned by Metra. Until 2025, Union Pacific Railroad operated the three lines departing from Ogilvie Transportation Center. While inbound trains consistently continue to Chicago terminals, many outbound services conclude before reaching their final stops.
- The BNSF Line, Metra’s highest-ridership corridor, travels from Union Station to , Illinois, with an average weekday ridership of 63,000 during 2018–2019.
- The Heritage Corridor experiences the lowest ridership, operating from Union Station to only during weekday peak hours in the peak direction, averaging 2,600 weekday passengers.
- The Metra Electric District operates electric trains from Millennium Station to , including branches extending to (except on Sundays and holidays) and , with an average weekday ridership of 28,100.
- The Milwaukee District North Line runs between Union Station and , serving approximately 22,100 passengers on an average weekday.
- The Milwaukee District West Line spans from Union Station to in Elgin, Illinois, with weekend service terminating in downtown Elgin. It recorded about 20,600 weekday trips and has plans to extend service to Rockford, Illinois by 2027.
- The North Central Service connects Union Station to , Illinois, covering , with an average of 5,600 weekday riders; this line does not operate on weekends or holidays.
- The Rock Island District covers , plus a , with 26 stations running from LaSalle Street Station to , including branches terminating at Blue Island. It averaged 26,900 weekday passengers.
- The SouthWest Service runs from Union Station to , Illinois; most trains terminate at Orland Park 179th Street. It averaged 9,600 weekday trips and currently suspends Saturday service while not operating on Sundays or holidays.
- The Union Pacific North Line extends from Ogilvie Transportation Center to , Wisconsin, with the majority of trains ending in Waukegan, Illinois. It averaged a weekday ridership of 34,600.
- The longest route is the Union Pacific Northwest Line, running from Ogilvie Transportation Center to Harvard, Illinois; most services terminate at Crystal Lake. On weekdays, it includes a branch line spanning Pingree Road to McHenry (7.59 mi). This line averaged 40,100 weekday trips.
- The Union Pacific West Line travels from Ogilvie Transportation Center to Elburn, Illinois, carrying around 27,900 passengers on an average weekday.
Proposed routes
In the early 2000s, Metra introduced proposals for two new routes: the SouthEast Service, designed to connect southern suburbs directly with downtown Chicago; and the Suburban Transit Access Route, aimed at linking suburbs without entering downtown. By 2020, only the SouthEast Service remained under active consideration.
In 2023, the Illinois Department of Transportation selected Metra to operate reinstated rail service to Rockford, broadening its regional commuter rail network and potentially increasing ridership.
Routes before Metra
Prior to the formation of Metra, numerous commuter rail lines were discontinued. These included the Illinois Central West Line, which ran from Millennium Station to Addison and ceased operations in 1931; the Pennsylvania Railroad route extending to Valparaiso, Indiana, closed in 1935; and the New York Central line from LaSalle Street Station to Elkhart, Indiana, which ended service in 1964. Between 1930 and 1951, Chicago & North Western discontinued four routes serving St. Charles, Aurora, Freeport, and Kenosha-Harvard. The Burlington Route terminated its service between Aurora and West Chicago in 1943. Chicago Eastern Illinois provided commuter trains from Dearborn Station to Dolton until 1935 and to Momence until 1964. The Chicago Great Western’s line to DeKalb was closed in 1906, while Santa Fe’s service to Joliet ended in 1903. Presently, Metra operates service to Joliet via the Heritage Corridor and Rock Island District lines.
Passenger Trends
Since 2014, ridership has decreased on every Metra line except one. The COVID-19 pandemic caused a significant drop in numbers after 2020; however, monthly data from 2024 shows a notable recovery relative to 2021 figures, although overall ridership remains below levels recorded before the pandemic. Peak-direction travel currently stands at approximately 56% of pre-pandemic ridership, while other weekday travel categories have rebounded to between 80% and 95%. Weekend ridership has returned to full pre-pandemic strength.
Yearly Ridership Statistics
| Route | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | |
|---|---|---|---|---|---|---|---|---|---|---|---|
| BNSF Line | style="background:#Template:Rcr"| | 16,658,357 | 16,400,290 | 16,325,320 | 16,235,817 | 15,822,652 | 15,468,014 | 3,659,617 | 2,483,782 | 4,508,149 | 6,171,000 |
| Heritage Corridor | style="background:#Template:Rcr" | | 729,139 | 723,803 | 718,015 | 727,202 | 728,467 | 734,098 | 177,838 | 82,197 | 182,890 | 253,000 |
| Metra Electric District | style="background:#Template:Rcr"| | 9,415,916 | 9,054,649 | 8,642,365 | 8,149,977 | 7,716,121 | 7,282,993 | 2,019,403 | 1,836,723 | 3,132,516 | 2,846,000 |
| Milwaukee District North Line | style="background:#Template:Rcr"| | 7,237,913 | 7,094,564 | 6,934,684 | 6,818,808 | 6,610,059 | 6,549,143 | 1,556,783 | 1,094,292 | 1,905,473 | 2,307,000 |
| Milwaukee District West Line | style="background:#Template:Rcr"| | 6,946,268 | 6,771,637 | 6,621,104 | 6,349,963 | 6,143,996 | 5,904,808 | 1,480,973 | 1,059,742 | 1,724,436 | 3,888 ,000 |
| North Central Service | style="background:#Template:Rcr"| | 1 ,817 ,335 | 1 ,758 ,118 | 1 ,730 ,494 | 1 ,684 ,357 | 1 ,640 ,984 | 1 ,589 ,905 | 340 ,682 | 146 ,668 | 324 ,363 | 536 ,000 |
| Rock Island District | style="background:#Template:Rcr" | 8 ,544 ,753 | 8 ,305 ,273 | 8 ,112 ,784 | 7 ,923 ,588 | 7 ,578 ,330 | 7 ,338 ,133 | 1 ,952 ,547 | 1 ,669 ,273 | 2 ,604 ,889 | 3 ,066 ,000 |
| SouthWest Service | style="background:#Template:Rcr" | 2 ,659 ,040 | 2 ,604 ,292 | 2 ,538 ,273 | 2 ,457 ,418 | 2 ,420 ,921 | 2 ,356 ,767 | 574 ,815 | 305 ,167 | 556 ,591 | 845 ,000 |
| Union Pacific North Line | style="background:#Template:Rcr" | 9 ,328 ,441 | 9 ,248 ,834 | 9 ,220 ,477 | 9 ,030 ,120 | 8 ,689 ,776 | 8 ,552 ,117 | 2 ,300 ,363 | 1 ,954 ,284 | 3 ,060 ,621 | 4 ,418 ,000 |
| Union Pacific Northwest Line | style="background:#Template:Rcr" | 11 609 358 | 11 301 755 | 11 183 739 | 10 910 882 | 10 597 680 | 10 384 356 | 2 602 403 | 1 962 084 | 3 281 427 | 4 633 000 |
| Total | 83,,369,,706 | 81,,630,,476 | 80,,402,,319 | 78,,620,,612 | 76,,088,,329 | 74,,043,,156 | 18,,611,,311 | 14,,080,,749 | 23,,726,,400 | 31,,988,,000 | |
| Route | 2024 | |
|---|---|---|
| BNSF Line | style="background:#Template:Rcr" | 6,,849,,000 |
| Heritage Corridor | style="background:#Template:Rcr" | 288,,000 |
| Metra Electric District | style="background:#Template:Rcr" | 3,,161,,000 |
| Milwaukee District North Line | style="background:#Template:Rcr" | 2,,544,,000 |
| Milwaukee District West Line | style="background:#Template:Rcr" | 3,,760,,000 |
| North Central Service | style="background:#Template:Rcr" | 608,,000 |
| Rock Island District | style="background:#Template:Rcr" | 3,,159,,000 |
| SouthWest Service | style="background:#Template:Rcr" | 977,,000 |
| Union Pacific North Line | style="background:#Template:Rcr" | 4,,831,,000 |
| Union Pacific Northwest Line | style="background:#Template:Rcr" | 5,,182,,000 |
| Total | 35,,052,,000 | |
| Year | Ridership |
|---|
Weekday Ridership
| Route | 2008 | July 2008– June 2009 |
2010 | July 2011– June 2012 |
July 2015– June 2016 |
July 2016– June 2017 | |
|---|---|---|---|---|---|---|---|
| BNSF Line | style="background:#Template:Rcr"| | 63,400 | 63,500 | 64,600 | 67,400 | 65,300 | 63,900 |
| Heritage Corridor | style="background:#Template:Rcr" | | 2,800 | 2,800 | 2,600 | 2,600 | 2,400 | 2,400 |
| Metra Electric District | style="background:#Template:Rcr"| | 42,800 | 41,200 | 36,200 | 36,400 | 32,800 | 31,600 |
| Milwaukee District North Line | style="background:#Template:Rcr"| | 26,100 | 26,000 | 23,500 | 23,100 | 22,900 | 22,800 |
| Milwaukee District West Line | style="background:#Template:Rcr"| | 22,900 | 22,600 | 22,300 | 22,800 | 22,300 | 22,100 |
| North Central Service | style="background:#Template:Rcr"| | 5,700 | 5,800 | 5,400 | 5,800 | 5,800 | 5,800 |
| Rock Island District | style="background:#Template:Rcr"| | 35,600 | 33,900 | 30,500 | 30,700 | 29,800 | 28,700 |
| SouthWest Service | style="background:#Template:Rcr"| | 10,200 | 9,900 | 9,500 | 9,700 | 9,900 | 9,600 |
| Union Pacific North Line | style="background:#Template:Rcr"| | 41,000 | 42,000 | 36,400 | 35,400 | 35,500 | 34,700 |
| Union Pacific Northwest Line | style="background:#Template:Rcr"| | 43,500 | 43,500 | 40,900 | 41,000 | 40,700 | 39,600 |
| Union Pacific West Line | style="background:#Template:Rcr"| | 30,900 | 30,800 | 29,400 | 30,300 | 27,200 | 26,900 |
| Aggregate | 325,000 | 322,100 | 301,200 | 305,200 | 294,600 | 288,100 | |
Weekend Ridership
| Route | July 2011– June 2012 | |
|---|---|---|
| BNSF Line | style="background:#Template:Rcr"| | 24,600 |
| Heritage Corridor | style="background:#Template:Rcr" | data-sort-value="" style="background: var(--background-color-interactive, #ececec); color: var(--color-base, inherit); vertical-align: middle; text-align: center; " class="table-na" | — |
| Metra Electric District | style="background:#Template:Rcr" | 14,300 |
| Milwaukee District North Line | style="background:#Template:Rcr" | 9,500 |
| Milwaukee District West Line | style="background:#Template:Rcr" | 9,600 |
| North Central Service | style="background:#Template:Rcr" | — |
| Rock Island District | style="background:#Template:Rcr" | 6,800 |
| SouthWest Service | style="background:#Template:Rcr" | 400 |
| Union Pacific North Line | style="background:#Template:Rcr" | 17,300 |
| Union Pacific Northwest Line | style="background:#Template:Rcr" | 19,500 |
| Union Pacific West Line | style="background:#Template:Rcr" | 14 ,100 |
| Total | 116 ,100 | |
| Timeframe | Average weekend ridership |
|---|---|
| 2008 | 120 ,700 |
| July2008– June2009 |
124 ,600 |
| 2010 | 121 ,800 |
| July2011– June2012 |
116 ,100 |
| July2015– June2016 |
108 ,300 |
| July2016– June2017 |
105 ,900 |
Connections
Chicago's transit network offers comprehensive intermodal links connecting local, regional, national, and international transportation services. Most Metra stations located in the suburbs provide parking facilities managed by local authorities; while parking fees apply, it is typically complimentary on weekends and public holidays. The Chicago Transit Authority (CTA) and Pace suburban buses offer mass transit options that connect with numerous Metra stations both downtown and throughout the suburbs. Holders of monthly passes enjoy integrated fare options across these transit services.
Multiple 'L' lines enable convenient transfers to Metra at various Chicago stations, enhancing access to central terminals via the Loop. Transfer locations are also available outside the Loop area, including connections from the Union Pacific Northwest Line to the Blue Line at Irving Park and Jefferson Park Transit Center, as well as from the Union Pacific West Line to the Green Line at Oak Park. Announcements on 'L' trains inform riders about available downtown Metra transfers to facilitate seamless travel.
Union Station functions as a major hub for both Metra and Amtrak within Chicago. In addition to serving Illinois Service and Hiawatha routes, Amtrak provides extensive nationwide connections reaching both the East and West Coasts. Passengers arriving at Ogilvie Transportation Center can reach Union Station by crossing Madison Street to its northern platforms; Millennium and LaSalle Street stations are also situated nearby. Several suburban Metra stops are shared with Amtrak services as well.
The South Shore Line links Chicago with Indiana's suburban areas and South Bend, departing from Millennium Station along much of the Electric District route up to 63rd Street station. Due to a noncompete arrangement, eastbound South Shore trains exclusively board passengers at shared Electric District stops, while westbound trains only allow passengers to disembark.
Positive train control
In response to the PTC mandate enacted by Congress, Metra initially considered the December 31, 2015 deadline unfeasible, a position consistent with much of the railroad sector. Obstacles included governmental delays and the technical challenges involved in developing a new system from the ground up. Metra projected that implementing PTC across its Chicago-area rail network would cost over $200 million. This unfunded requirement threatened to redirect funding away from critical infrastructure projects such as track maintenance, station upgrades, and signal improvements. While acknowledging PTC's critical role—particularly following two major derailments on the Rock Island District in 2003 and 2005 that could have been avoided with PTC—Metra advocated for a more practical timeline.
Advancement occurred when Metra's board approved an $80 million contract on April 22, 2015, awarded to Parsons Transportation Group, the sole bidder. Parsons was responsible for integrating GPS technology, radio communication, and trackside antenna systems into a cohesive platform, building upon their prior work with Southern California's Metrolink.
By 2020, Metra had completed PTC installation at a total capital expenditure of $400 million with annual operating costs of $20 million. The system is compatible with rolling stock operated by twelve other railroads.
Fare system and ticketing
Fares are determined by the distance covered, with stations organized into zones radiating from the downtown terminals. Initially, there were thirteen fare zones designated from A to M (excluding L since 1984). In 2018, zones K and M were consolidated into zone J, bringing the total number of zones down to ten.
On February 1, 2024, Metra streamlined its fare system by cutting the number of zones from ten to four, switching from letters to numbers for zone identification. Trips that neither start nor end in the downtown zone (zone 1) are charged a flat fee of $3.75, simplifying the fare structure.
Tickets
Metra provides a variety of ticket types designed to meet different passenger requirements:
- One-way ticket: Valid for a single journey between two stations; can be purchased at vending machines, through the Ventra app, or onboard (with a $5 extra charge if vending machines were accessible at the departure station).
- Day pass: Allows unlimited travel for one calendar day between two zones; costs twice the price of a one-way ticket; available at stations and via the Ventra app but not on trains.
- Day pass five-pack: A bundle of five day passes valid between specified zones; transferable among users and valid for 90 days; only obtainable through the Ventra app.
- Saturday or Sunday day pass: Grants unlimited rides across all zones for one rider on weekends and certain holidays; purchasable at stations, onboard without surcharge, or via Ventra app; priced at $7 in 2024.
- Weekend pass: Permits unlimited travel on both Saturday and Sunday for a single passenger; exclusively sold through the Ventra app; costs $10 in 2024.
- Monthly pass: Offers unlimited rides between two zones throughout a calendar month; valid on any line within those zones; available at vending machines or via the Ventra app. Since July 2022, monthly pass holders may add the Regional Connect Pass for $30 through the Ventra app, granting unlimited access to CTA and Pace buses.
These ticketing choices offer adaptability for frequent commuters and occasional travelers alike while promoting seamless regional transit integration.
Reduced fare programs
Metra provides discounted fares and complimentary rides to qualifying individuals such as certain pre-college students, youth, seniors, military personnel, and people with disabilities. These initiatives are overseen by Metra in coordination with the RTA and include restrictions based on time and location. Beginning January 4, 2021, Cook County initiated The Fair Transit pilot program for three years, applying reduced fares specifically on the Metra Electric and Rock Island lines.
On the Union Pacific North Line, event attendees at can travel free by presenting a Ravinia Festival e-ticket to train conductors.
Safety and security
The responsibility for safety and security across Metra’s trains, stations, and lines lies with Metra staff, the Metra Police Department, and various public safety organizations. Although rail travel maintains an excellent safety record, potential hazards include pedestrian incidents, suicides, vehicle collisions, derailments, acts of terrorism, and other events that may result in equipment damage, service interruptions, injuries, or fatalities. Metra places high priority on safety and dedicates substantial resources to risk reduction.
Starting in summer 2013, Metra enhanced police patrols on seven lines it directly operates: Milwaukee Districts North and West, North Central Service, Heritage Corridor, South West Service, Rock Island, and Electric District. The BNSF and Union Pacific lines receive security oversight from their respective rail companies. According to spokesman Michael Gillis, this increased law enforcement presence is intended to be both preventative and visibly reassuring for passengers.
Law enforcement
The Metra Police Department operates as a dedicated security force responsible for safeguarding passengers, staff, equipment, and property. With a personnel strength exceeding 100 officers, the department maintains safety throughout all stations and routes. Every officer holds certification in the National Incident Management System, enhancing capabilities in emergency response and incident coordination. The Metra Police maintain a cooperative relationship with the Chicago Police Department via the Chicago Alternative Policing Strategy. Officer Thomas A. Cook is noted as the sole Metra police member who has died while performing duty.
Rail safety
Metra prioritizes rail safety through various operational strategies such as optimized platform layouts, installation of grade crossing warning signals, and the use of horn blasts to alert pedestrians and motorists of approaching trains. In addition to these measures, Metra actively engages in public safety education through its own Operation Lifesaver initiative, participation in school outreach events, and conducting a safety-themed poster contest displayed on monthly passes and at stations.
The organization has been recognized multiple times with E. H. Harriman Awards for outstanding employee safety performance, securing Gold awards in 2003 and 2004, Silver in 2002, and Bronze in 2005 within the category for line-haul railroads operating between 4 and 15 million employee hours annually.
Metra has set a target to deploy positive train control technology across its entire network by 2019, which is four years later than the federally imposed deadline of 2015.
Incidents
From 2001 through 2010, Metra recorded 156 fatalities involving non-employees on or near its equipment and tracks, averaging approximately 15 deaths per year. The years with the highest numbers were 2002 with 23 fatalities and 2010 with 21. The majority of these deaths occurred at grade crossings due to collisions with trains; only four incidents involved passengers aboard trains.
The most severe commuter rail tragedy in Illinois predates Metra’s establishment: the 1972 Chicago commuter rail crash, involving two trains colliding on what is now the Metra Electric line (then operated by Illinois Central), resulted in 45 deaths and 332 injuries. Metra’s first significant disaster occurred in the 1995 Fox River Grove bus–train collision, where a Union Pacific Northwest Line train struck a school bus at a grade crossing, causing seven student fatalities and injuring twenty-one others.
Derailments on the Rock Island District line in 2003 and 2005 caused major injuries—45 and 117 respectively—with two deaths occurring during the latter event. Both accidents were attributed to operator error involving trains traveling at speeds exceeding safe limits by more than sixfold.
On May 11, 2022, train #1242 on the BNSF Line collided with a box truck at Clarendon Hills station, resulting in four injuries and one passenger fatality—the second fatal collision of this kind in Metra’s history.
In addition to human tragedy, these events have led to multimillion-dollar legal claims against Metra, prompting revisions to safety protocols and enhancements to equipment.
Current locomotives
Metra’s locomotive fleet consists exclusively of diesel-electric units, predominantly F40PH models. The Electric District operates electric multiple unit trains.
| Manufacturer | Model | Fleet Numbers | Year Manufactured | Assigned Routes | Remarks |
|---|---|---|---|---|---|
| EMD | SW1 | 2 | 1946 | Switching duties, maintenance trains | Initially part of Illinois Central Railroad, subsequently sold to Rock Island Railroad. |
| SW1200 | 3 | 1954 | Originally from Milwaukee Road | ||
| SW1500 | 4–6, 8–9 | 1967–68, 1971–72 | Formerly owned by Southern Pacific | ||
| GP23ECO | 10–11 | 1966, 1969 | Two GP23ECO units rebuilt from EMD GP40 models by Progress Rail. | ||
| F59PHI | 73–93 | 1998 | Milwaukee District, North Central Service, Heritage Corridor, Union Pacific Lines | Units numbered 88-93 previously operated by Amtrak Cascades, while units 73-87 came from Pacific Surfliner. Entered service October 2018. Notable liveries: #90 Chicago & North Western heritage; #79 lightning bolt design; others modified Pacific Surfliner scheme. | |
| F59PH | 94–99 | 1988 | Milwaukee District, North Central Service, Heritage Corridor | Units 97–99 acquired from ex-AMT, entered service in 2015; units 94-96 are stored at Antioch yard. | |
| F40PH-3 | 100–107, 110-114, 116-117, 119-123, 125-149, 173–184, 217 | Various years:1977,1979–81,1983,1988–89 | BNSF Line, Southwest Service, Rock Island District, Union Pacific Lines | Rebuilt to -3 specifications between 2008-2018. Special paint schemes include #100 RTA wrap (2017–18), #104 City of Chicago (2022), #120 Veterans (2024). Rebuild program ongoing since 2022. | |
| F40PH-2 | 150-151,154,156-159,161-165,167 | 1983 | Union Pacific Lines | Currently being phased out; replaced by SD70MACH locomotives. | |
| F40PHM-3 | 185–199,201-204,206–214 | 1991–1992 | BNSF Line, Rock Island District, Southwest Service | Rebuilt from F40PHM-2 models between 2016 and 2020. Includes heritage liveries; unit #210 returned to service after December 2020 fire. |
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Manufacturer ! Model ! Fleet Numbers ! Year Manufactured ! Assigned Routes ! Remarks | }
Retired Locomotives
Coaches
Private Club Cars
Multiple Unit TrainsMetra's electric multiple unit fleet, excluding upcoming battery-powered models, is designated as Highliners.
See also
Further reading
External links |
|---|
- Articles with short description
- Metra
- Regional Transportation Authority (Illinois)
- Commuter rail in the United States
- Transportation in Chicago
- Railroads in the Chicago metropolitan area
- Railway lines in Chicago
- Standard-gauge railways in the United States
- Transit agencies in Illinois
- 1984 establishments in Illinois
- Pages with reference errors