Metra Electric District

Metra Electric District
A Metra Electric train pulls out of 59th Street station
Overview
Status	Operational
Owner	Metra
Locale	Chicago, Illinois, United States
Termini	Millennium Station University Park, South Chicago (93rd Street), Blue Island
Stations	49
Service
Type	Commuter Rail
System	Metra
Services	Three
Operator(s)	Metra
Daily ridership	34,000 (Avg. Weekday 2014)
Technical
Line length	31 mi (50 km)
Track gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification	Overhead catenary, 1500 V DC
Route map ‡ = temporarily closed for reconstruction 0.0 Millennium Station 0.8 mi 1.3 km Van Buren Street 1.4 mi 2.3 km Museum Campus/11th Street Central Station Amtrak to Union Station IC West line to Addison 18th Street Yard 2.2 mi 3.5 km 18th Street 2.7 mi 4.3 km McCormick Place I-55 (End) 3.2 mi 5.1 km 27th Street 31st Street 35th Street 39th Street (Oakland) Chicago "L" Kenwood branch 43rd Street 5.9 mi 9.5 km 47th Street (Kenwood) 50th Street 6.5 mi 10.5 km 51st–53rd Street (Hyde Park) 7.0 mi 11.3 km 55th–56th–57th Street 7.4 mi 11.9 km 59th Street/University of Chicago Chicago "L" Jackson Park branch 7.9 mi 12.7 km 63rd Street 67th Street South Chicago branch East 71st Street 9.1 mi 14.6 km Stony Island 9.7 mi 15.6 km Bryn Mawr South Exchange Avenue 10.3 mi 16.6 km South Shore 10.9 mi 17.5 km Windsor Park 11.5 mi 18.5 km Cheltenham 12.0 mi 19.3 km 83rd Street 12.5 mi 20.1 km 87th Street 91st Street (South Chicago) 13.2 mi 21.2 km South Chicago (93rd Street) 70th Street 72nd Street 9.3 mi 15 km 75th Street (Grand Crossing) Amtrak to Union Station Amtrak to Michigan, D.C., New York, and Boston I-90 / Chicago Skyway 10.0 mi 16.1 km ‡ 79th Street (Chatham) 10.4 mi 16.7 km 83rd Street (Avalon Park) 10.9 mi 17.5 km 87th Street (Woodruff) 11.4 mi 18.3 km 91st Street (Chesterfield) Belt Railway of Chicago Norfolk Southern Railway 12.0 mi 19.3 km 95th Street/CSU I-94 13.0 mi 20.9 km ‡ 103rd Street (Rosemoor) 13.5 mi 21.7 km 107th Street 14.0 mi 22.5 km 111th Street (Pullman) 14.5 mi 23.3 km Kensington/115th Street South Shore Line to South Bend Airport Red (planned) to Howard to 130th Amtrak to New York Blue Island branch 15.6 mi 25.1 km State Street 16.0 mi 25.7 km Stewart Ridge 16.7 mi 26.9 km West Pullman 17.0 mi 27.4 km Racine Avenue 17.9 mi 28.8 km Ashland/Calumet Park I-57 18.4 mi 29.6 km Burr Oak RI to LaSalle Street 18.9 mi 30.4 km Blue Island RI Blue Island–Vermont Street RI to Joliet Kensington Yard 130th Street (Wildwood) Calumet River CSX Transportation 17.3 mi 27.8 km Riverdale Indiana Harbor Belt Railroad 18.2 mi 29.3 km Ivanhoe 19.0 mi 30.6 km ‡ 147th Street (Sibley Boulevard) CSX Transportation 20.0 mi 32.2 km Harvey Washington Park Race Track 22.3 mi 35.9 km Hazel Crest I-80 / I-294 22.8 mi 36.7 km Calumet 23.5 mi 37.8 km Homewood 24.9 mi 40.1 km Flossmoor 26.6 mi 42.8 km Olympia Fields 27.6 mi 44.4 km 211th Street (Lincoln Highway) Old Plank Road Trail 28.2 mi 45.4 km Matteson EJ&E Railway Richton Park Yard 29.3 mi 47.2 km Richton Park 31.5 mi 50.7 km University Park Amtrak to Carbondale and New Orleans Key Metra Electric District Former route alignment Metra Rock Island District South Shore Line Other freight lines Mileage source

The Metra Electric District is an electrified commuter rail line owned and operated by Metra which connects Millennium Station (formerly Randolph Street Station), in downtown Chicago, with the city's southern suburbs. As of 2014, it is the second busiest of Metra's 11 lines, after the BNSF, with nearly 9.5 million annual riders. While Metra does not explicitly refer to any of its lines by color, the timetable accents for the Metra Electric District are printed in bright "Panama orange" to reflect the line's origins with the Illinois Central Railroad (IC) and its Panama Limited passenger train. It is the only Metra line that is solely a commuter route, which means no freight trains operate on this route. Instead, freight trains operate on tracks that are adjacent to the route. Its suburban operations line is the shortest on Metra's system, only running to fare zone G. If all the branches were combined, they would reach to zone J. It is also the only line with two downtown stations. During rush hours some trains do not reach Van Buren Street or Millennium Station.

It is the only Metra line powered by overhead catenary, and the only one with three branches. Trains operate on 1500 volts direct current, and all stations have high-level platforms. Its main line north of Kensington is shared by NICTD's South Shore Line, an electric interurban line through northern Indiana to South Bend.

It is the only Metra line with significant off-peak and Saturday service. In total, 92 trains depart Millennium Station according to the Monday-Saturday public timetable. Of these, 39 run on the main line. Of these, 29 reach University Park, with 5 terminating at Flossmoor and 5 terminating at Harvey. The stretch of the line from Millennium Station to 55th-56th-57th Street is the most heavily traveled section on the entire Metra system. Suburban operations along the line are the most frequent in the entire Metra system. The Metra Electric District also has the best on-time performance of all Metra lines, averaging only one late train a month in 2014.

History

Steam era

The line was built by the Illinois Central Railroad, one of the first commuter services outside the major metropolitan areas of the northeastern United States. It opened on July 21, 1856 between the IC's downtown station (now Millennium Station) and Hyde Park. Part of the line was elevated for the World's Columbian Exposition of 1893 in Jackson Park.

The line predates the 1871 Great Chicago Fire, and ran on a trestle just offshore in Lake Michigan. After the fire, remains of buildings destroyed by the fire were dumped into the lake, creating landfill that forms the foundation of Grant Park, which the Metra Electric District runs through.

Two branches were added: from Brookdale southeast to South Chicago in the early 1880s, and from Kensington southwest to Blue Island in the early 1890s, both later electrified and still operated by Metra.

Electrical IC era

An Illinois Central train at Richton Park in 1968.

By the early 20th century the IC operated up to 300 steam trains each day. In 1919, the IC and the Chicago government collaborated to build a berm from the far south suburb of Homewood into the city. They also dug a trench from the near south side into the city proper, eliminating all grade crossings on the main line except one just south of the Richton Park station. The University Park extension required the line to cross a very long private driveway. The South Chicago branch runs at grade, crossing many city streets.

The grade crossing elimination project was followed by electrification. The IC electrified the commuter tracks in 1926, from downtown to Matteson. In addition to the removal of all grade crossings, the tracks were separated from, and moved to the west side of, the two freight and inter-city tracks. At McCormick Place just south of downtown Chicago, the two non-electrified tracks to Central Station (opened 1893) crossed over the new electric alignment. The electric tracks continued north to the new Randolph Street Station, on the site of the IC's original terminal.

The "IC Electric" was once Chicago's busiest suburban railroad, and carried a great deal of traffic within the city as well as to suburban communities. The three lines carried 26 million passengers in 1927, the first full year of electrified operation. Ridership rose to 35 million in 1929, and reached an all-time peak of 47 million in 1946.

Service was extended 1.1 miles (1.8 km) southward from Matteson to Richton Park, a new station at the south end of the coach storage yard, in 1946.

The main line had six tracks between Roosevelt Road (Central Station) and 53rd Street (reduced to four in 1962), four to 111th Street, then two, as does the South Chicago branch; the Blue Island branch is single track.

1972 collision

The Illinois Central Gulf commuter rail crash, the worst rail accident in Chicago history, occurred on October 30, 1972. A new lightweight bi-level commuter train inbound to Chicago during the morning rush hour overshot the 27th Street platform and backed up into the station. The bi-level train had already tripped the signals to green for the next train, an older, heavy steel single-level express train. As the bi-level train was backing up at 11 miles per hour (18 km/h), it was struck by the single-level train at full speed. The single-level train telescoped the bi-level train, killing 45 passengers and injuring hundreds more, primarily in the bi-level train. A major contributing factor was that Illinois Central Gulf used a dark gray color scheme on the front ends of the Highliner fleet which was very difficult to see on the cloudy morning of the accident. After the accident the ends of all of the ICG 1926 heavyweight still in use and Highliner MU fleet were partially painted with bright orange added for additional visibility.

RTA era

Monroe Street, to the south of which (lower left) the Metra tracks emerge from the tunnel into Millennium Station.

In 1976 the Regional Transportation Authority signed a contract with Illinois Central Gulf to fund its commuter service. The next year an extension of 2.3 miles (3.7 km) was built to the current terminal at University Park (originally named Park Forest South). On May 1, 1987 Metra bought the line and its branches for $28 million. Two inter-city freight tracks retained by the ICG are now part of the Canadian National Railway, used by Amtrak's City of New Orleans, Illini and Saluki trains.

The Metra Electric District is the only line on the Metra system in which all stations (except 18th and 47th Streets, both flag stops) have ticket vending machines. The machines originally sold magnetically encoded tickets which unlocked the turnstiles. People with paper tickets or weekend passes, on reduced fares or who had trouble with the vending machines had to use a blue or orange pal phone to contact an operator who would unlock the turnstiles. Complaints from passengers who missed their trains caused Metra to remove the turnstiles in November 2003.

The main line and South Chicago branch run daily, but the Blue Island Branch does not operate on Sundays or holidays. A unique feature of the Metra Electric schedule is the similarity of the weekday and Saturday timetables. Many express trains run throughout the day in both directions. On other Metra lines, express service operates exclusively during the morning and afternoon rush hours. It is the only Metra line where all trackage is used exclusively for commuter service. Freight trains and Amtrak trains run on a pair of adjacent tracks owned by the Canadian National Railroad.

Off-peak and Saturday service is frequent, while Sunday service operates hourly north of 63rd Street and every 2 hours south of 63rd.

Potential expansion or service alterations

The proposed Gold Line, derived from the earlier and more extensive Gray Line plan would have the Electric District operate more like a rapid transit line, by running trains more frequently (every ten minutes between 6am and midnight) with reduced-fare transfers to CTA buses and trains. Unlike the current service, which bypasses many stations to reach suburban stations more quickly, it would make all stops within the city. It would run from Millennium Station to South Chicago (93rd Street) at an estimated cost at $160 million. Since the Gold Line was proposed, the idea of providing rapid transit service along Chicago's south lakefront has gained considerable support from neighborhoods along its route. Despite its popular support, officials from CTA and Metra have largely dismissed the plan, focussing on other expansion projects. In response to this and other concerns, in 2009 the RTA and the Chicago Department of Transportation authorized $450,000 for a "South Lakefront Study" that is anticipated to yield either one or two new transit projects that are eligible for Federal transit funding.

An extension to Peotone, Illinois has been considered since the SouthWest Service was extended to Manhattan.

Fleet

Metra Electric District
Specifications
Coupling system	Scharfenberg or Tomlinson?

Metra Electric District lines are in Panama Orange, South Shore in Dark Burgundy

The Metra Electric District uses second-generation bi-level Highliner multiple unit cars built by Nippon Sharyo. These will be supplemented by additional EMU's built at Nippon Sharyo's new Rochelle, IL facility opened in 2012. In 2005, these began to replace the original Highliner fleet built by St. Louis Car Company and Bombardier in the 1970's.

On February 12, 2016 the original Highliners left on their last run in revenue service. Metra confirmed in a Facebook post that twenty-four cars are being sent to museums around the Midwestern United States, including the Illinois Railway Museum, while an unconfirmed source stated that some cars were sent to Mendota, Illinois to be scrapped.

Numbers	Type	Year built	Builder	Status
1227-1387	EMU	2012–Present	Nippon Sharyo	In Service
1201-1226	EMU	2005	Nippon Sharyo	In Service
1501-1630	EMU	1971-1972	St. Louis	Retired
1631-1666	EMU	1978-1979	Bombardier	Retired

References

• Allen, John G.; Benedict, Roy G. "Chicago's Finest Transportation: The Illinois Central Electric" (PDF). {{cite web}}: Invalid |ref=harv (help)
• Carlson, Norman (2006). "Train from Randolph Street: 150 Years of Service on the Illinois Central and Metra Electric" (PDF) (pdf).
• Ingles, J. David (July 1993). "Metra: "Best Commuter Train"". Trains.
• Middleton, William D. (1970). South Shore: Americas Last Interurban. Golden West Books. ISBN 978-0870950032.

External links

Template:Attached KML/Metra Electric District

KML is from Wikidata

• Metra / Electric District Schedules
• Hyde Park Historical Society Article
• Metra Electric District: History and Pictures

Media related to Metra Electric District at Wikimedia Commons