Understanding the Metra System

Metra operates across the city of Chicago and its surrounding suburbs, utilizing tracks from Union Pacific, BNSF, and other railroads. With 242 stations and 11 rail lines, it stands as the largest commuter rail system outside New York City and ranks fourth nationwide in passenger volume. James M. Derwinski serves as the Chief Executive, and the headquarters is located at 547 W. Jackson Blvd., Chicago, IL 60661. For further information, visit metra.com.

In 2022, Metra's ridership reached nearly 24 million, averaging around 141,000 daily riders. Notably, the busiest day was on November 4, 2016, coinciding with a celebratory event for the Chicago Cubs' World Series victory.

Metra's roots trace back to various commuter rail services established in the 1850s, with its modern incarnation originating in 1974 when the Illinois General Assembly established the RTA. This move was driven by concerns about the viability of commuter services run by private rail companies during that decade. The RTA created a Commuter Rail Division in 1983, rebranding as Metra in 1985. The system spans 487.5 miles of standard gauge rail.

Metra continues to accommodate freight rail alongside passenger services. It owns all rolling stock and manages all stations in collaboration with the respective municipalities. Since its inception, Metra has invested over $5 billion into the Chicago metropolitan commuter rail system, working closely with the Chicago Transit Authority (CTA). Recently, Metra launched a new real-time train tracking system on its website, enhancing commuter convenience.

History of Chicago's Commuter Rail

Chicago has long been a pivotal hub in North America's rail landscape, boasting more rail lines and directions than any other city on the continent. It became a center for manufacturing freight cars, passenger coaches, and diesel locomotives. The earliest commuter services included the Chicago, Burlington & Quincy, Chicago and North Western, and Milwaukee Road lines.

By the 1930s, Chicago had developed the world's most extensive public transport network, although commuter rail services began to decline in subsequent decades. By the mid-1970s, many lines were struggling financially, relying on outdated passenger cars from the 1920s. Key players like Burlington Northern, Milwaukee Road, Chicago North Western, and Illinois Central found themselves in precarious situations.

Formation of the RTA

The RTA initially operated using second-hand equipment, introducing its first new EMD F40PH locomotives in 1976, which remain in use today. The former providers of commuter rail in the Chicago area continued their operations under RTA contracts.

However, within a decade, the RTA faced financial difficulties, with rail operators like the Rock Island Line and Milwaukee Road going bankrupt. The RTA subsequently took direct control of these lines through the Northeast Illinois Regional Commuter Railroad Corporation in 1982. By 1983, the Illinois Legislature restructured the RTA, allowing it to manage all public transport services in the Chicago area.

The RTA oversees fare structures, service levels, budgeting, and capital investment strategies. It established a new Commuter Rail Division to manage operations alongside the CTA and Pace, which provides suburban and regional paratransit services.

Metra Branding

To streamline operations within the Chicago commuter rail network, the RTA's Commuter Rail Division adopted the Metra brand, unifying the various infrastructure components of the system. While the system is still officially recognized as the RTA's Commuter Rail Division, the Metra name encompasses all services provided.

The Northeast Illinois Regional Commuter Railroad Corporation operates seven Metra-owned routes, while Union Pacific and BNSF manage four additional routes under contract. Metra is responsible for all rolling stock, fare control, staffing, and most stations, whereas freight carriers maintain their own staff for contracted routes.

In a significant development, Union Pacific plans to transfer operations of its three lines to Metra by early 2024, while still retaining ownership of the right-of-way.

Growth and Expansion

In the late 20th century and early 21st century, Metra experienced a surge in ridership and service expansion. The North Central Service line, connecting Union Station to Antioch, was initiated in 1996 and saw new stops added by 2006. Union Pacific extended the West Line from Geneva to Elburn, and Metra expanded the South West Service from Orland Park to Manhattan. In 2012, Metra achieved an impressive 95.8% average on-time performance, which is defined as arriving within six minutes of the scheduled time.

Despite a decrease in job opportunities in downtown Chicago, Metra's ridership remained robust, and the agency invested over $5 billion in infrastructure improvements over the last three decades. This investment has included new rolling stock acquisitions, station construction, track renovations, signal modernization, and upgrades to support facilities. Plans for new routes, such as the SouthEast Service and the Suburban Transit Access Route (STAR Line), have also been proposed, with an extension of the Milwaukee District West Line to Rockford, Illinois, slated for completion by 2027.

Corruption Issues

Metra's history has been marred by allegations of corruption. In April 2002, board member Don Udstuen resigned after admitting to accepting bribes to influence contract awards. Executive Director Phil Pagano faced scrutiny for unauthorized bonuses, ultimately leading to his tragic death in an apparent suicide. Following these events, further allegations emerged regarding improper conduct among Metra employees.

In June 2013, CEO Alex Clifford resigned amid controversy, with a severance package that included a non-disclosure agreement. His departure was rumored to be linked to a refusal to engage in patronage hiring practices. During this tumultuous period, several board members also stepped down, leading to significant restructuring.

By October 2013, the board had regained its full membership of 11 members, and Orseno was appointed as CEO in January 2014, following a thorough review process.

Funding Challenges

For an extended period, Metra has struggled with underfunding, which has hindered its ability to maintain and modernize equipment. Metra estimates a need for $2 billion annually to keep its rolling stock updated, yet its budget only allocates around $700 million each year. This financial shortfall has forced Metra to reduce new rolling stock purchases and focus on revitalization efforts.

Through its Rebuild Programs, Metra has been able to modernize aging railcars and locomotives, which costs significantly less than acquiring new units. For instance, refurbishing railcars can cost about $650,000 compared to $3 million for new ones.

Operations and Stations

Every Metra station serves as a gateway for travelers to connect between downtown Chicago and suburban areas, as well as facilitating travel within the suburbs. The commuter rail system effectively links various regions of the Chicago metropolitan area, offering crucial intracity connections.