Metra F40PH #106 pulls into construction surrounded Worth in September 2005. All apart of Metra's SWS "New Start Project" extending the current four car platform to nine car capacity. Photo by Kyle Nanfeldt.
	The Metra system map shows the various lines radiating from downtown Chicago.
	The Metra predecessor railroads operated and provided their own equipment and crews for Chicago’s commuter services. Here we see a pair of C&NW commuter trains idle under the canopy at Northwestern Station the day before New Year's Eve, December 30, 1978. Soon these classic units would be replaced by modern F40PH’s, and CN&W green and gold would give way to Metra blue. Photo by Chuck Frey.
	GM&O's commuter run from Chicago to Joliet was known as “The Plug.” Seen here at Joliet in June 1972, the train was an early evening fixture for many years. The train featured classic F3’s and heavyweight coaches until subsidy from RTA brought in new equipment in 1978 (Upon retirement, some of the F3’s would be rebuilt and later serve commuters in Boston and New York). Metra took over this line from ICG in 1987 and it became the Heritage Corridor. Photo by Mark R. Lynn.
	Under contract with Metra to operate the Aurora Line (today the BNSF Railway Line), Burlington Northern assigned its fleet of ex-CB&Q E9’s to commuter service until their retirement in 1992. BN 9912 charges through Hinsdale, Illinois on the famed “Racetrack” between Chicago and Aurora with an evening commuter train in June 1982. Photo by Ellis Simon.
	Operating in push-mode, a Rock Island commuter train, with F7A 676 for power, passes the old Erie Railroad freight house as it approaches Chicago on Independence Day, 1976. Notice the mix of smooth-side and corrugated-side cars. Time is running out for the Rock, and by 1980 the carrier would cease operations altogether. This route is operated today by Metra as part of the Rock Island District to Joliet. Photo by Douglas C. Walker.
	Operated by Milwaukee Road for the North West Suburban Mass Transit District, the F40C’s were a fixture on the Milwaukee District for many years. Here we see MILW 40 arriving at Bensenville, IL, on the Milwaukee District West in September 1979. With the majority of F40C’s retired, only a handful remain on the property in 2006. Photo by Richard Silagi.
	Metra F40PH-2 #183 pushes SWS train 836 after departing Orland Park 153rd Street a minute earlier. Photo by Kyle Nanfeldt.
	Metra SouthWest Service train 825 arrives at Manhattan, Illinois with the evening’s first of only two outbound trains. Manhattan is one of the newest Metra stations, opening in January 2006. Previous to this extension, this line terminated at Orland Park. This line operates over former Wabash rails. Photo by Kyle Nanfeldt.
	Train 6 pulls out of Metra’s Orland Park 179th Street Yard on the SouthWest Service line, as an NS local waits for a clear signal on the main line. Notice the horn: two chimes were removed from the original K5 due to clearance problems at Chicago Union Station. Photo by Kyle Nanfeldt.
	A new MP36PH-3S #409 pushes out of New Lenox on the Rock Island District. Since being delivered in 2003, #409 has been involved in two separate derailments at the same location. Photo by Kyle Nanfeldt.
	Metra's newest equipment can be found on the Electric District, where 26 new electric multiple unit cars are now in service. Back in December 2005, the new MU's entered revenue service, seen here at the Olympia Fields station. Photo by Kyle Nanfeldt.
	F40PHM-2 #207 and an MP36PH-3S arrive at Mokena with train 411, the Rock Island District’s regular double-headed train. Each of Metra's busier districts have at least one set with two locomotives in case of mechanical emergencies. Photo by Kyle Nanfeldt.
	Train 838 arrives into Orland Park 153rd Street. Notice the new BNSF Railway logo applied to the stainless steel gallery car. In the past, both BNSF and BN logos have appeared on these cars. Also shown is Metra's car marker, helping the engineer judge where to stop the train. Photo by Kyle Nanfeldt.
	F40PH #116 and #113 sit in Manhattan's new yard on the SouthWest Service line. This is where the tracks end on the former Wabash Railroad, as the rails have been pulled up south of here. Photo by Kyle Nanfeldt.
	Metra’s F40C’s (currently numbered 600-614) were built by EMD in 1974, and were originally purchased for the Northwest Suburban Mass Transit District (NWSMTD) and the North Suburban Mass Transit District (Nortran). They were originally numbered 40-54 under the Milwaukee Road. NWSMTD still owns 600-612, while Nortran has since been dissolved. All but 611 and 614 have been retired, yet still making rare appearances. Here we see 611 pushing inbound toward Chicago, passing the Milwaukee District West Line's Elgin layover yard. Photo by Tristan Garrett.
	Fast times on Metra's BNSF Line: an 11 car Naperville express train passes a local in Downers Grove. Metra has three 11-car trains on the BNSF Railway Line during rush hours, all of which run to full capacity. Photo by Tristan Garrett.
	Typical Metra timetable covers for the BNSF Line and the Electric District. Diesel operated lines have generic F40PH artwork, while the electric timetable sports a likeness of the old ICG “Highliner” MU’s.

By Kyle Nanfeldt and Otto M. Vondrak
Originally published September 14, 2006.

Chicago and commuter trains have gone hand in hand for years, fitting enough for the world’s railroad capital. While somewhat diminished from the height of activity in the 20th century, commuter trains still play a vital role in moving Chicagoland residents to and from work and play. Metra provides service on eleven lines to more than 100 communities in northeast Illinois. The current railroad scene owes its heritage to many famous names in railroading, including the Illinois Central, the Burlington, the Rock Island, the Milwaukee Road, and many others. The concept of “push-pull” operations that are so common in commuter operations today had their start with the Chicago & North Western lines out of Chicago. While the railroads met the challenge of serving America’s third largest city the best they could, there was room for improvement. While some commuters rode in relatively new bi-level coaches, others suffered in ancient day coaches with no air conditioning. The level of commitment from the railroads usually reflected the financial condition of the company.

Overview
In 1973, the Regional Transportation Authority was formed to provide financial support from the government to subsidize commuter service between Chicago and the suburbs. By 1976, RTA had operating contracts with all the railroads operating commuter service in the area. The railroads continued to provide equipment and crews while the RTA paid for continued operation. When the Chicago, Rock Island & Pacific went bankrupt in 1980, RTA took over responsibility of operating the commuter line by 1982. Around this same time, the Milwaukee Road was experiencing financial difficulties of its own, and the RTA entered into a lease of their lines, purchasing them in 1985. In 1983, RTA was reorganized into three managing bodies; Chicago Transit Authority for rapid transit and buses, Pace for suburban bus service, and Metra for suburban commuter rail. The Metra moniker (short for “Metropolitan Rail”) was formally applied in 1984. Officially known as the Northeast Illinois Regional Commuter Railroad Corporation (NIRC), it is the second largest commuter rail system in the country.

Investment in continued improvement and expansion of services continued through the 1980s. In 1987, Metra acquired the electric lines from Illinois Central Gulf, and expanded service over the new Heritage Corridor. The 1990s saw continued expansion over the SouthWest line in 1993, and the North Central line in 1996. The remaining lines are operated by the freight railroads that own the trackage. Union Pacific operates three former C&NW lines, and BNSF Railway operates the former CB&Q Aurora Line.

Chicago Terminals
Metra operates into four downtown Chicago terminals: Union Station, LaSalle Street Station, Ogilvie Transportation Center (formerly the C&NW Station) and Millennium Station (formerly ICG’s Randolph Street Station). Chicago’s Union Station first opened in 1925, replacing an earlier structure built in 1881. In 1969, the concourse was demolished to make way for two office building projects. Today, Union Station serves Amtrak intercity service as well as Metra’s North Central Service, Milwaukee District/North Line, Milwaukee District/West Line, BNSF Railway Line, Heritage Corridor and SouthWest Service.

LaSalle Street Station was built in 1882, replacing earlier structures that dated back to 1852. LaSalle Street was served by the long distance trains of the Nickel Plate, the New York Central (and its subsidiary Michigan Central), and the Rock Island. In 1968, former NYC trains began running directly to Union Station under the Penn Central flag. The last remaining tenant was the commuter operation of the Rock Island, which survive today as Metra’s Rock Island District. The upper floors of the building once housed Rock Island's corporate headquarters. However, the structure was torn down in the early 1980's and replaced with a high-rise office building making LaSalle Street the smallest of all Metra’s downtown terminals.

The Ogilvie Transportation Center was built as the Chicago & North Western Terminal (or simply “North Western Station”) in 1911, replacing Wells Street Station across the Chicago River. Some B&O and Pere Marquette (later C&O) trains also used the station. Upon the formation of Amtrak in 1971, only C&NW’s commuter operations remained. In 1984 the head house was razed and replaced with the 42-story Citicorp Center, which was completed in 1987. Two years after the C&NW was merged into Union Pacific in 1995, the station was re-named for Richard B. Ogilvie, former governor of Illinois, and former board member of the Milwaukee Road. The Union Pacific/North Line, Union Pacific/Northwest Line and Union Pacific/West Line currently serve the station.

The original Randolph Street Station served all Illinois Central trains. The City Council required the IC to electrify its operations in 1926, making this Metra’s only electric operation to date. All of Metra’s electric lines terminate here, as do all Chicago SouthShore & South Bend trains (operated by NICTD). The grungy old station was in a state of constant construction from the late 1980s until recent completion of Millennium Park in 2005. The facility was thoroughly rehabbed and renamed Millennium Station, but is still referred to locally as Randolph Street Station.

Metra Commuter Lines
The Union Pacific/North (UP-N) line is operated by the Union Pacific under contract with Metra. From the Ogilvie Transportation Center in downtown Chicago, the line traverses Chicago's northern neighborhoods and its northern and far northern suburbs to Kenosha, Wisconsin (currently the only Metra station outside of Illinois). Preliminary study has begun to expand service further north from Kenosha to Milwaukee, Wisconsin. Chicago & North Western operated this line until its 1995 merger with Union Pacific. Timetables are “Flambeau Green.”

The Union Pacific/Northwest (UP-NW) is another former C&NW line also operated by the Union Pacific under contract with Metra. From the Ogilvie Transportation Center the line runs through Chicago's far northwestern suburbs to Harvard, Illinois, making it Metra’s longest route. There is also a short branch to McHenry. Timetables are “Viking Yellow.”

The Union Pacific/West (UP-W) is the third former C&NW commuter line operated by Union Pacific under contract for Metra. Running from its eastern terminus is the Ogilvie Transportation Center in downtown Chicago, the line reaches out to the far western suburbs to Elburn. Timetables are "Kate Shelley Rose" pink.

The Metra Electric Line (ME) is owned and operated by Metra, running from Randolph Street Station to the southern suburbs. The Electric Line is the only Metra operation that is powered by overhead catenary. Trains operate on 1500v DC, and all stations have high-level platforms. Sharing the main line north of Kensington is NICTD's South Shore Line (CSS&SB), an interurban line that runs through northern Indiana to South Bend. With origins going back to the 1850s, the former Illinois Central line was electrified in 1926. Metra purchased the electric lines outright from Illinois Central Gulf in 1987. The main line runs from Randolph Street to University Park, branches run from 63rd Street to South Chicago and Kensington to Blue Island. Timetables are “Panama Orange.”

The Rock Island District (RI) comprises the former operations of the Chicago, Rock Island & Pacific than run from LaSalle Street Station south to Joliet. When the Rock Island went bankrupt in 1980, Metra signed a contract with the C&NW to operate the line. There was some difficulty with C&NW, and they ended the contract in 1981, which forced Metra to purchase the line from the Rock Island bankruptcy estate in 1982. The Rock Island District consists of a main line to Joliet, and the Suburban Line that runs west between Gresham and Blue Island. Timetables are "Rocket Red."

The Milwaukee District/North (MD-N) is operated by Metra over the former Milwaukee Road line between Union Station and the far northern suburbs to Fox Lake, Illinois. Timetables are "Hiawatha Orange." The Milwaukee District/West (MD-W) is operated by Metra over the former MILW from Union Station to the far western suburbs in Elgin, Illinois. Timetables are “Arrow Yellow.” While a prior operating contract existed, the Milwaukee’s impending bankruptcy in the mid-1980s forced Metra to acquire both lines in 1985.

The BNSF Railway Line operated by the BNSF Railway under contract with Metra. Running over the former CB&Q’s well-known “racetrack” mainline, the line runs from Union Station out to the far western suburbs and Aurora. The line is Metra’s busiest with 106 trains each weekday. Originally constructed in the 1860s, the CB&Q operated commuter service over this line until its 1970 merger into Burlington Northern. BN continued operations until its 1995 merger with the Santa Fe, forming BNSF Railway. Formerly known as the “Aurora Line,” this operation was host to classic ex-CB&Q E9s until 1992. Timetables are “Cascade Green.”

The North Central Service (NCS) operated by Metra commenced August 19, 1996. The line runs north from Union Station out to the northern suburbs and Antioch, Illinois. Prior to resumption of service, the last commuter train was operated by the Soo Line in 1971. This line has gone through several owners. Originally the part of the Soo Line, these tracks were part of a package sold to new regional Wisconsin Central in 1987. In 2001, Canadian National acquired the WC, including the section that hosts the NCS. Timetables are purple.

The Heritage Corridor (HC) is operated by Metra, and runs from Union Station south to Joliet. The line was once the route of the Alton Railroad, which was merged into the Gulf, Mobile & Ohio in 1947. The GM&O merged with Illinois Central to form Illinois Central Gulf in 1972. Into the 1970s, there was one train a day, usually consisting of an ancient F3 and heavyweight coaches. RTA came to the rescue in 1978 with newer bi-level gallery cars, and in 1987 Metra took over operation from ICG. Currently Canadian National owns the line, and Metra operates three trains a day via a trackage rights agreement. Timetables are “Alton Maroon.”

The SouthWest Service (SWS) is operated by Metra over a former Wabash Railroad line between Union Station and Manhattan, Illinois. Trains do no operate on weekends. Service over this line dates back to the 1880s, operated by the Wabash Railroad out of Dearborn Station until its merger into Norfolk & Western in 1964. Though Amtrak moved out in 1971, N&W continued to be the last line to serve Dearborn Station until 1976, when a new connection allowed direct service to Union Station. Subsidy from RTA began in 1978. The N&W merged with Southern Railway in 1982 to form Norfolk Southern, and for awhile the route was known as the Norfolk Southern Line. In 1993, Metra took over direct operation of the NS line and renamed it SouthWest Service. Timetables are “Banner Blue.”

Metra Equipment
Motive Power for Metra is provided by a fleet of 142 locomotives, including F40’s and recently acquired MP36’s. Metra once operated a fleet of unique F40C’s that were used on the old Milwaukee District. These units have been retired, though couples still remain on the property. Former Burlington E9’s served the BNSF Railway Line until their retirement in 1992. Bi-level gallery cars have long been used in Chicago, when CB&Q first started using them in the 1950’s. Metra recently finished receiving 300 new bi-level coaches from Sumitomo Corporation. The cars were built in Japan by Nippon Sharyo and assembled by Super Steel in Milwaukee. The new cars replaced Metra’s entire fleet of Pullman-Standard cars used on it’s Union Pacific Lines, and some ex CB&Q cars used by BNSF. The order also gave Metra extra equipment for use on three new “New Start” Projects, finished in early 2006. On the electric side, the original 1920’s MU cars were replaced by new bi-level “Highliners” in 1972. In turn, these cars are being slowly replaced by a new generation of stainless steel bi-levels that closely resemble the gallery cars used on the diesel lines. As of this writing, only 26 new MU’s have arrived, the rest are waiting resolution of Illinois current budget crisis.

Metra is a vast operation with a diverse past and an interesting future. As services continue to expand, Metra is further solidifying its place in Chicago’s railroad scene.

About the Author
Kyle Nanfeldt, 18, hails from the southwest suburbs of Chicago. A third generation railfan, Kyle has been exposed to trains and railroading his whole life. Metra remains his main interest, and possibly a future career. Kyle is also the webmaster of MetxPix.com, "The site for Metra pictures.” This is his first RAILROAD.NET byline.