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Metra (reporting markMETX) is the primarycommuter rail system[a] in theChicago metropolitan area serving the city ofChicago and its surrounding suburbs via theUnion Pacific Railroad,BNSF Railway, and other railroads. The system operates 243stations on 11 rail lines.[4] It is thefourth busiest commuter rail system in theUnited States by ridership and the largest and busiest commuter rail system outside theNew York City metropolitan area. In 2024, the system had a ridership of 34,877,600, or about 174,400 per weekday as of the second quarter of 2025. The estimated busiest day for Metra ridership occurred on November 4, 2016—the day of the Chicago Cubs2016 World Series victory rally, with a record 460,000+ passengers.[5]
Metra is the descendant of numerous passenger rail services dating to the 1850s. The present system dates to 1974, when theIllinois General Assembly established theRegional Transportation Authority (RTA) to consolidate transit operations in the Chicago area, including commuter rail as a public utility. The RTA's creation was a result of the anticipated withdrawal of commuter service operated and owned by various private railroad companies in the 1970s. In a 1983 reorganization, the RTA placed commuter rail under a newly formed Commuter Rail Division, which branded itself as Metra in 1985. Freight rail companies still operate four of Metra's routes under purchase-of-service agreements. Metra owns allrolling stock and is responsible for all stations along with the respective municipalities.[6] Since its inception, Metra has directed more than $5 billion into the commuter rail system of the Chicago metropolitan area alongside theCTA. In January 2023, Metra rolled out a new real-time train tracking website to allow passengers greater visibility into their commute.[7]
Since the 19th century, Chicago has been a major hub in the North American rail network.[8] It has more trackage radiating in more directions than any other city in North America.[8] 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 theChicago, Burlington and Quincy,Chicago and North Western, andMilwaukee Road.
By the 1930s, Chicago had the world's largest public transportation system, but commuter rail services started to decline.[9] By the mid-1970s, the commuter lines faced an uncertain future. TheBurlington Northern, Milwaukee Road, Chicago and North Western andIllinois Central had been losing money for several years, and were using trainsets withpassenger cars dating as far back as the 1920s.[10]
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To provide stability to the commuter rail system, theIllinois General Assembly formed theRegional Transportation Authority in 1974.[11] 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 newEMD F40PH locomotives in 1976. That F40PH fleet is still in service today.[10] The companies that had long provided commuter rail in the Chicago area continued to operate their lines under contract to the RTA.[11]
Less than a decade later the RTA was already suffering from ongoing financial problems. Additionally, two rail providers, theRock Island Line and theMilwaukee Road, went bankrupt, forcing the RTA to create the Northeast Illinois Regional Commuter Railroad Corporation to operate their lines directly in 1981 and 1982 respectively. 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 andPace, it was one of RTA's three "service boards".[11]
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.[12] 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.[11] 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 byUnion Pacific (formerlyChicago & North Western) andBNSF (formerlyBurlington Northern) under contract to Metra. Service throughout the network is provided under the Metra name (in keeping with Metra's goal of providing a single identity for all commuter rail in the region). 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.[11]
By the first quarter of 2024, the Union Pacific Railroad is expected to transfer operations of the three Union Pacific lines to Metra. Union Pacific will continue to own and maintain the right-of-way.[13]
In the late 20th and early 21st centuries, Metra experienced record ridership and expanded its services. In 1996, Metra organized its first new line, theNorth Central Service, running from Union Station to Antioch. By 2006, it added new intermediate stops to that same route, extended theUnion Pacific West Line from Geneva to Elburn and extendedSouthWest Service from Orland Park to Manhattan. In 2012, it boasted 95.8% averageon-time performance (measured only for a train's arrivals at its last station no more than six minutes late).[14] It also posted its fourth highest volume in its history despite decreases in employment opportunities in downtown Chicago.[15]
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.[11] In addition to core improvements on theUnion Pacific Northwest and Union Pacific West Lines, planning advanced on two new Metra routes,SouthEast Service and theSuburban Transit Access Route ("STAR" Line).[16] In 2023, Metra announced plans to extend theMilwaukee District West Line toRockford, Illinois, with intermediate stops atHuntley andBelvidere, by 2027.[17] In August 2024, Metra ran hourly shuttles on the North Central Service betweenO'Hare International Airport and Union Station during theDemocratic National Convention, leading some to question whether more frequent service to O'Hare could be permanently obtained.[18] Such an agreement would require contracts with the two freight railroads -Canadian National, which owns some of the NCS track, andCPKC, which dispatches trains on another portion of the route.[19] Additionally, improved service to O'Hare would likely require major infrastructure upgrades to track, sidings, crossovers, and flyovers, with the potential for dedicated rolling stock another consideration.
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 legislatorRoger Stanley and pleading guilty to his part in Illinois'sOperation Safe Road scandal.[20]
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.[21] 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 filmSource Code. That employee was later relieved of his duties, and retired.[22]
In June 2013, Metra CEO Alex Clifford abruptly resigned his position with no public comment. It was later reported that his exit had been demanded by the Metra board, which negotiated a $871,000 severance package including anon-disclosure agreement.[23] Clifford's ouster was allegedly arranged because he rejected requests forpatronage hiring and promotion, including a request to promote a longtime supporter of State RepresentativeMichael Madigan.[24] In the wake of this scandal, five board members resigned.[25] In August 2013, the remaining board members unanimously elected Don Orseno as interim CEO. (The six-member board was operating with reduced membership and thus lacked the authority to elect a permanent CEO. Orseno and Alex Wiggins shared duties as co-executive directors.) Orseno's long railroad career, beginning with work to set up trains and check doors for theChicago, Rock Island and Pacific Railroad played favorably in the board's decision.[26][27][28] By October 2013, local officials had restored Metra's board to 11 members.[29] After reviewing four candidates, the re-constituted board formally appointed Orseno CEO of Metra in January 2014.[30][31]In 2014, "a lengthy history of political patronage hiring at" Metra was reported, based on past files.[32]
For a long time, Metra was not being funded enough to keep most equipment and rolling stock up to date. On average, the agency received approximately $700 million a year, but Metra claims to need about $2 billion a year, which only since 2020 has been accomplished. Because of this, Metra had to cut back on new rolling stock, instead resorting to their Rebuild Programs, in which they rebuild railcars and locomotives with newer state of the art utilities. Rebuilds cost only a fraction as much as buying new rolling stock, such as with their Amerail built cars. Rebuild programs can rebuild aging cars for approximately $650,000, whereas buying that same railcar new would be approximately $3 million.[33]
Metra serves passengers through stations throughout theChicago metropolitan area. Each station, unless a route or branch terminus, provides travel toward (inbound) and away from (outbound) 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.[34]
Metra trains originate from one of four stations in downtown Chicago. Six lines originate atUnion Station. The three Union Pacific lines originate atOgilvie Transportation Center, formerly and still popularly called North Western Station. TheRock Island District originates atLaSalle Street Station. TheMetra Electric District originates atMillennium Station, formerly and still often called Randolph Street Terminal. All four terminals are situated within walking distance of theChicago Loop, so Metra passengers can easily transfer to a different Metra line upon their arrival downtown.[34] Metra's urban-centric service remains popular with suburban commuters working downtown,reverse commuters, and those who visit Chicago for recreational activities andtourism.[35]
Stations are found throughout Chicago, as well as in suburbanCook,DuPage,Kane,Lake,McHenry, andWill counties—an area largely coextensive with the inner ring of the Chicago metropolitan area. One station is located inKenosha, Wisconsin.
Metra operates on 11 lines, most of which date from the mid-19th century. One line (the BNSF Line) is operated under a purchase-of-service agreement and is operated byBNSF Railway. The other ten lines are operated by theNortheast Illinois Regional Commuter Rail Corporation (NIRC), Metra's operating subsidiary; eight of these primarily run over track owned by other railroads, while two (the Electric and Rock Island districts) run entirely on Metra-owned track. The three lines out of Ogilvie Transportation Center (formerly North Western Station) were operated by theUnion Pacific Railroad until 2025.[citation needed] 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 (for example, most trains on the Union Pacific Northwest Line do not run through to Harvard; instead, terminating at Crystal Lake).
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Metra proposed two routes in the early 2000s: theSouthEast Service, which would connect some portions of the southern suburbs with downtown Chicago; and theSuburban Transit Access Route, which would connect various suburbs with each other without going into downtown. As of 2020[update], only the SouthEast Service is still being considered.[37][38]
In 2023, theIllinois Department of Transportation selected Metra as the agency to runrestored rail service toRockford.[39][40]
Several commuter lines were discontinued before Metra was established. TheIllinois Central West Line from present-day Millennium Station to Addison, Illinois, (closed 1931), Pennsylvania Railroad line to Valparaiso, Indiana, (closed 1935), New York Central line from LaSalle Street Station to Elkhart, Indiana, (closed 1964), and four Chicago & North Western lines to St. Charles, Aurora, Freeport, and Kenosha-Harvard (all municipalities in Illinois and Wisconsin, closed 1930–51). The Burlington Route had service between Aurora and West Chicago, Illinois (closed 1943). 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 (closed 1906). Santa Fe service to Joliet, Illinois (closed 1903). However, Metra runs service to Joliet, Illinois, on two routes: Heritage Corridor and Rock Island District.
Ridership has been slowly declining on all but one line since 2014, as seen below. The figures post-2020 have been drastically affected by the ongoingCOVID-19 pandemic. Though monthly reports from 2024 show heavy improvement over 2021 figures, they are still below pre-pandemic levels.[41] Peak-direction ridership is at only 56% of pre-pandemic ridership, while other types of weekday travel are between 80% and 95% recovery rates. Systemwide, Saturday and Sunday ridership has fully recovered to pre-pandemic numbers.
| Line | 2014 | 2015 | 2016 | 2017 | 2018[42] | 2019[43] | 2020[44] | 2021[45] | 2022[46] | 2023[47] | |
|---|---|---|---|---|---|---|---|---|---|---|---|
| BNSF Line | 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 | 729,139 | 723,803 | 718,015 | 727,202 | 728,467 | 734,098 | 177,838 | 82,197 | 182,890 | 253,000 | |
| Metra Electric District | 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 | 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 | 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 | 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 | 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 | 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 | 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 | 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 | |
| Union Pacific West Line | 8,423,188 | 8,367,264 | 8,375,067 | 8,332,483 | 8,139,344 | 7,883,185 | 1,945,886 | 1,486,536 | 2,408,426 | 3,293,000 | |
| 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 | |
| Line | 2024[48] | |
|---|---|---|
| BNSF Line | 6,849,000 | |
| Heritage Corridor | 288,000 | |
| Metra Electric District | 3,161,000 | |
| Milwaukee District North Line | 2,544,000 | |
| Milwaukee District West Line | 3,760,000 | |
| North Central Service | 608,000 | |
| Rock Island District | 3,159,000 | |
| SouthWest Service | 977,000 | |
| Union Pacific North Line | 4,831,000 | |
| Union Pacific Northwest Line | 5,182,000 | |
| Union Pacific West Line | 3,692,000 | |
| Total | 35,052,000 | |
| Year | Ridership | |
|---|---|---|
| 2008 | 86,806,452 | [46] |
| 2009 | 82,284,563 | [46] |
| 2010 | 81,378,384 | [46] |
| 2011 | 82,626,562 | [46] |
| 2012 | 81,368,285 | [46] |
| 2013 | 82,267,348 | [46] |
| 2014 | 83,369,706 | [42] |
| 2015 | 81,630,476 | [42] |
| 2016 | 80,402,319 | [42] |
| 2017 | 78,620,612 | [42] |
| 2018 | 76,088,329 | [42] |
| 2019 | 74,043,516 | [43] |
| 2020 | 18,611,311 | [44] |
| 2021 | 14,080,749 | [45] |
| 2022 | 23,689,782 | [46] |
| 2023 | 31,986,000 | [47] |
| Line | 2008[49] | July 2008– June 2009[50] | 2010[51] | July 2011– June 2012[52] | July 2015– June 2016[53] | July 2016– June 2017[54] | |
|---|---|---|---|---|---|---|---|
| BNSF Line | 63,400 | 63,500 | 64,600 | 67,400 | 65,300 | 63,900 | |
| Heritage Corridor | 2,800 | 2,800 | 2,600 | 2,600 | 2,400 | 2,400 | |
| Metra Electric District | 42,800 | 41,200 | 36,200 | 36,400 | 32,800 | 31,600 | |
| Milwaukee District North Line | 26,100 | 26,000 | 23,500 | 23,100 | 22,900 | 22,800 | |
| Milwaukee District West Line | 22,900 | 22,600 | 22,300 | 22,800 | 22,300 | 22,100 | |
| North Central Service | 5,700 | 5,800 | 5,400 | 5,800 | 5,800 | 5,800 | |
| Rock Island District | 35,600 | 33,900 | 30,500 | 30,700 | 29,800 | 28,700 | |
| SouthWest Service | 10,200 | 9,900 | 9,500 | 9,700 | 9,900 | 9,600 | |
| Union Pacific North Line | 41,000 | 42,000 | 36,400 | 35,400 | 35,500 | 34,700 | |
| Union Pacific Northwest Line | 43,500 | 43,500 | 40,900 | 41,000 | 40,700 | 39,600 | |
| Union Pacific West Line | 30,900 | 30,800 | 29,400 | 30,300 | 27,200 | 26,900 | |
| Total | 325,000 | 322,100 | 301,200 | 305,200 | 294,600 | 288,100 | |
| Line | July 2011– June 2012[55] | |
|---|---|---|
| BNSF Line | 24,600 | |
| Heritage Corridor | — | |
| Metra Electric District | 14,300 | |
| Milwaukee District North Line | 9,500 | |
| Milwaukee District West Line | 9,600 | |
| North Central Service | — | |
| Rock Island District | 6,800 | |
| SouthWest Service | 400 | |
| Union Pacific North Line | 17,300 | |
| Union Pacific Northwest Line | 19,500 | |
| Union Pacific West Line | 14,100 | |
| Total | 116,100 | |
| Period | Avg. weekend ridership |
|---|---|
| 2008[49] | 120,700 |
| July 2008– June 2009[50] | 124,600 |
| 2010[51] | 121,800 |
| July 2011– June 2012[52] | 116,100 |
| July 2015– June 2016[53] | 108,300 |
| July 2016– June 2017[54] | 105,900 |
Transportation in Chicago consists of a public transportation infrastructure allowing forintermodal 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 bycar. 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.[56] Mass transitCTA and suburbanPace buses connect with many Metra stations downtown and in the suburbs. Monthly pass holders are offered link-up options with these services.[57] In addition, manyintercity bus lines connect with passengers outside of Union Station.[58]
TheChicago "L" also has transfers with Metra at some Chicago stations. Most 'L' lines traversethe 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 theUnion Pacific Northwest Line to theBlue Line atIrving Park andJefferson Park Transit Center; and from theUnion Pacific West Line to theGreen Line at Oak Park.[59] 'L' trains announce downtown Metra connections on board when announcing the next 'L' stop.
Union Station doubles as both a Metra station andAmtrak's station in Chicago.[60] In addition toIllinois Service andHiawatha, Amtrak trains run nationwide including service tostates spanning both coastlines.[61] Passengers connecting from Ogilvie Transportation Center can access Union Station through its north platforms on the opposite side ofMadison Street,[60] 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.
TheSouth Shore Line, aninterurban line connecting Chicago with the Indiana suburbs andSouth Bend, originates at Millennium Station and operates along much of the Chicago portion of the Electric District line, as far south as63rd 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.
In regards to thePTC mandate that passedCongress, Metra took steps to meet the deadline. Metra concluded that the December 31, 2015, mandate to have PTC running was an unreasonable requirement. This aligned with the stance taken by much of the railroad industry.[62] This is due to a variety of 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 1,100 miles (1,800 km) of track in the Chicago region to be over $200 million.[63] 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 needed 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. The latter derailment killed two passengers and injured 117.[63] 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.[64] Parsons 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 agencyMetrolink to install their system.
By the year 2020, Metra completed installation of the Positive Train Control. This came at a capital cost of $400 million and an annual operating cost of $20 million. Metra's PTC system works with the trains of 12 other railroad companies.[65]
Fare is determined by the distance traveled by a passenger. Each station along every route has generally been placed in a specific zone based on its distance from its respective downtown station. Multiple stations can be placed in the same zone even though they are on the same line.
Historically, the downtown terminals and stations in the vicinity of downtown were classified as zone 'A' and each additional zone represented an added 5 miles (8.0 km) from the downtown terminus.[57] There were originally thirteen fare zones: zones A, B, C, D, E, F, G, H, I, J, K, and M (zone L would not have any stations since 1984 when Hartland station closed on the Northwest Line). Zones K and M were merged into zone J on July 15, 2018, reducing the number of zones to ten.[66][67]
On February 1, 2024, Metra reduced the number of fare zones from 10 to 4 and labeled each of the four zones by number instead of letter. This was proposed in an effort to simplify its fare structure. In addition, trips not entering or exiting the downtown area (zone 1) are subjected to a flat $3.75 fee.[68][69][70]
Several ticketing options exist for passengers. Riders may choose to purchase one-way tickets, day passes, day pass five-packs, weekend passes, or monthly passes.[71]
Metra allows some travelers to purchase reduced fare tickets or even ride for free. These reduced fare and free ride programs are administered by Metra and theRTA. Some pre-collegestudents,youth,senior citizens, members of theUnited States Armed Forces and persons withdisabilities 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.[57] Cook County launched The Fair Transit pilot on January 4, 2021, scheduled to initially last for three years. Under the pilot, all riders on the Metra Electric and Rock Island lines will pay Metra's reduced fare rates.
On theUnion Pacific North Line, passengers headed to an event atRavinia Park may ride to the event for free after showing their Ravinia Festival e-ticket to the conductor.
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Metra employees, theMetra 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,[73] compromises to Metra's safety and security can occur through pedestrian accidents,suicide attempts, vehicle collisions,derailment,terrorism and otherincidents. Failing to maintain safety and security can result in equipment and infrastructure damage, extensive service disruptions, traumatic injuries andloss of life. Therefore, Metra and other agencies consider safety a top priority and dedicate a significant amount of resources to combat these dangers.[74]
Starting in the 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 lines 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".[75]
TheMetra Police Department is a special law enforcement agency charged with providing police services to passengers, employees, equipment and property. The department has more than 100police officers and is responsible for the safety of all routes and stations.[76] In an effort to help coordinateemergency preparedness andincident management, all Metra police officers are certified in theNational Incident Management System.[77] In addition, Metra police works with theChicago Police Department as a member of theChicago Alternative Policing Strategy.[76] Thomas A. Cook was the only Metra police officer that has been killed in the line of duty thus far.[78]
The focus on rail safety by Metra comes from many fronts beyond operations including emergency preparedness and public awareness.[77] The setup ofrailway platforms, use ofgrade crossing signals andhorn 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 ownOperation 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 posters on monthly passes and at stations.[74]
Metra has been honored with severalE. 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.[79]
Metra expects to implementpositive train control on its entire system in 2019, four years after the federally mandated 2015 deadline.[80]
There were 156 non-employee fatalities involving Metra equipment and Metra owned track between 2001 and 2010.[81] 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.[81]
The worst commuter rail disaster in Illinois occurred before the formation of Regional Transportation Authority. The1972 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.[82] Two decades later, Metra experienced its first rail disaster, the1995 Fox River Grove bus–train collision.[83] This accident involved a collision of aUnion Pacific Northwest Line train and aschool bus at a grade crossing resulting in 21 injuries and the deaths of seven high school students.[83] In 2003, another incident involved aRock 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 68 miles per hour (109 km/h) when they should have been going 10 miles per hour (16 km/h).[84][85]
On May 11, 2022, Metra train #1242 collided with a box truck atClarendon Hills on the MetraBNSF Line, resulting in four injuries, and one death. The passenger who was killed, a 72-year-old woman from Downers Grove, was ejected from a window of the train during the collision.[86] This incident, as of May 2022, is the second incident in Metra's history that resulted in a passenger fatality.
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-dollarlawsuits andsettlements stemming from safety failures.[87][88] These failures have also resulted in updated safety policies and adjustments of equipment and warning devices.[83]
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All of Metra's locomotives arediesel-electric locomotives. The bulk of its locomotive fleet consists of F40PH locomotives. TheElectric District useselectric multiple units.
| Builder | Model | Road Numbers | Year built | Routes Assigned | Notes | Image |
|---|---|---|---|---|---|---|
| EMD | SW1 | 2 | 1946 | Switch service, work trains |
| |
| SW1200 | 3 | 1954 |
| .jpg) | ||
| SW1500 | 4–6, 8–9 | 1967–68, 1971–72 |
| .jpg) | ||
| GP23ECO | 10–11 | 1969, 1966 |
| |||
| GP15-1/GP15N | 12–15 | 1982 | Switch service, work trains (OTC District only) |
| ||
| F59PHI | 73–93 | 1998 | Milwaukee District, North Central Service, Heritage Corridor, Union Pacific Lines |
|  C&NW heritage locomotive | |
| F59PH | 94–99[93][94] | 1988 | Milwaukee District, North Central Service, Heritage Corridor |
|  | |
| F40PH-3 | 100–107, 110–114, 116–117, 119–123, 125–149, 173–184, 217 | 1977, 1979–81, 1983, 1988–89 | BNSF, SouthWest Service, Union Pacific Lines |
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| F40PH-2 | 150–151, 156–157, 162-165, 167 | 1983 | Union Pacific Lines |
|  | |
| F40PHM-3 | 185–199, 201–204, 206–214 | 1991–1992 | BNSF, Rock Island, SouthWest Service |
|  | |
| MPI | MP36PH-3C | 401–427 | 2003–2004 | Rock Island, Milwaukee District, North Central Service, Heritage Corridor |
|  |
| EMD | SD70MACH | 500–523 | 1992–2004 | Milwaukee District, North Central Service |
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| F40C | 611 | 1974 | Milwaukee District |
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| Builder | Model | Road Numbers | Year Built | Routes Assigned | Notes | Image |
|---|---|---|---|---|---|---|
| EMD | F7 | 305, 308 | 1949 | All diesel routes | Donated to theIllinois Railway Museum. 305 has been restored asChicago and North Western 411, while 308 is still painted in Metra colors. |  |
| E8 | 507–510, 512–522 | 1950–53 | CNW routes | 508, 516, and 518 sold toIPH. 515 is now owned by theIllinois Railway Museum as of December 2021. 522 is owned byLWV and was renumbered 101. 519 is privately owned, numberedMREX 97. Currently located at theArizona Railway Museum inChandler, Arizona.[101][102] 513 is on display atThe Historic Railpark and Train Museum inBowling Green, Kentucky being displayed as Louisville and Nashville 796. |  | |
| E9 | 511 | 1955 | Owned byUP and cosmetically restored to original number of UP 949. | .jpg) | ||
| F40C | 600–610, 612–614 | 1974 | Milwaukee District | Built as MILW 40-50, 52-54. 614 (ex. MILW 54) was donated to the Illinois Railway Museum in February 2025.[103]Remainder scrapped. |  | |
| SW1500 | 7 | 1968 | Switch service, work trains | Sold toNRE inDixmoor, Illinois in 2015 due to an internal engine failure, and was scrapped due to site's closure in 2020. | ||
| SW1 | 1 | 1938 | Originally owned by the Illinois Central Railroad, later sold to the Rock Island Railroad. #1 was modified with MU Car couplers and was the oldest operating locomotive in the U.S. that is not preserved. It was used to transfer cars fromMetra Electric atBlue Island to the Blue Island wheelhouse to maintain a proper wheel profile on Metra Electric MU cars. Retired & auctioned off in June 2021 due to an internal engine failure.[104] |  | ||
| F40PHM-2 | 205 | 1992 | BNSF, RI, SouthWest Service | Number 205 was wrecked in a CSX Derailment on March 8, 2018, while en route for refurbishment.[105] It was scrapped on site. | ||
| F40PH-3 | 215 | 1981 | All diesel routes | Number 215 suffered a major fire on December 3, 2018.[106] |
| Numbers | Type | Heritage | Year built | Quantity | Builder | Disposition |
|---|---|---|---|---|---|---|
| 740–751, 753–780, 782–787 | Coach | Burlington Route | 1950–65 | 46 | Budd | Rebuilt in 1973 |
| 796–815 | Coach/Cab | Burlington Northern | 1973 | 20 | ||
| 816–820 | Coach | 1973 | 5 | |||
| 7100–7121 | Coach | 1977–78 | 22 | |||
| 6001–6194 | Coach | Metra | 2002–05 | 194 | Nippon Sharyo | No. 6103 converted into acafe car in 2025.[107] |
| 7200–7382 | Coach | Milwaukee Road | 1961–80 | 183 | Budd | |
| 7400–7497 | Coach | Metra | 1996–98 | 98 | Amerail | Rebuilt in 2012 |
| TBD | Coach | TBD | TBD | Alstom | On order. AlstomCoradia bilevel coaches. Initial order includes 200 cars, with an option for 300 more.[108][109] | |
| 8200–8238 | Coach/Cab | Milwaukee Road | 1961–74 | 39 | Budd | |
| 8239–8275 | Coach/Cab | RTA | 1978–80 | 37 | Some have been converted to coaches. | |
| 8400–8478 | Coach/Cab | Metra | 1994–98 | 79 | Morrison-Knudsen/Amerail | Mainly assigned to the UP lines. |
| 8501–8608 | Coach/Cab | 2002–05 | 108 | Nippon Sharyo | ||
| TBD | Coach/Cab | TBD | TBD | Alstom | On order. Alstom Coradia bilevel coaches. Initial order includes 200 cars, with an option for 300 more.[108][109] | |
| 7700–7866 | Coach | Chicago and North Western | 1960–70 | 167 | Pullman | 12 coaches sold to MARC and later reacquired by 2015. Some bike cars. |
| 7868 | Coach/bike car | Rock Island | 1970 | 1 | Pullman | |
| 8743, 8749 | Coach/bike car | Chicago and North Western | 1960–68 | 2 | Pullman |
| Numbers | Type | Heritage | Year built | Quantity | Builder | Disposition |
|---|---|---|---|---|---|---|
| 7600–7613 | Coach | Chicago and North Western | 1955 | 14 | St. Louis | Two preserved at theIllinois Railway Museum |
| 7650–7681 | Coach | 1956 | 32 | Pullman | One preserved at theIllinois Railway Museum | |
| 7867, 7869–7871 | Coach | Rock Island | 1970 | 4 | Pullman | |
| 7880 | Coach (former Parlor) | Chicago and North Western | 1958 | 1 | Pullman | |
| 7881–7885 | Coach | Rock Island | 1970 | 5 | ||
| 7900–7901 | Club Car | Chicago and North Western | 1955 | 2 | St. Louis | |
| 8700–8748 | Coach/Cab | 1960–68 | 49 | Pullman | One preserved at theIllinois Railway Museum | |
| 8750–8763 | Coach/Cab | 14 |
| Numbers | Type | Heritage | Year built | Builder | Disposition |
|---|---|---|---|---|---|
| 553 | Private railroad car | Chicago and North Western | 1949 | ACF | In storage |
| 555 | Retired |
Metra's electric units, except for the future battery electric multiple units, are also known asHighliners.
| Numbers | Model | Type | Heritage | Year built | Builder | Status |
|---|---|---|---|---|---|---|
| 1227–1238 | Highliner II[110] | MU Coach | Metra | 2012 | Nippon Sharyo | Operating |
| 1239–1279 | 2013 | |||||
| 1280–1386 | 2014–2016 | |||||
| TBD | FLIRT Akku | Battery electric multiple unit | Metra | 2024- | Stadler | On order. 16 trainsets[111][112][113][114] |
| Numbers | Model | Type | Heritage | Year built | Builder | Status |
|---|---|---|---|---|---|---|
| 1201–1226 | Highliner[115] | MU Coach | Metra | 2005 | Nippon Sharyo | Acquired byNICTD in 2021.[116] |
| 1501–1630 | Highliner | Illinois Central | 1971–1972 | St. Louis | Retired | |
| 1631–1666 | 1978–1979 | Bombardier |
Metra owns the rolling stock and in conjunction with local municipalities is responsible for most stations.
Metra today started the rollout of metratracker.com, a new real-time train-tracking website that lets customers see precisely where their trains are and when they will reach their stations.
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