BNSF: 11 cars aren't enough?

For the first time in several months, I boarded an afternoon rush BNSF train. This one happened to be train 1267, the 5:22pm Naperville/Rt. 59 express. Used to be a regular rider of this particular run a few years ago, but there is always passenger turnover due to various economics. Had to make a mad dash for it and got on the rear car with less than a minute until doors are closed. Walked thru the entire length of the train all the way to the car behind the locomotive. In my quest of finding a seat, which proves to be a challenge on any afternoon rush hour train, every seat was taken on this particular train, all the way to the front car. This train was basically at 100% capacity and SRO. I remember years ago, Naperville express trains were 9 cars at longest, then went to 10 cars, and since at least mid-2003, three 11 car sets are used to serve these two stations. And at least on this particular train, 11 cars aren't enough.

No set longer than 11 cars can be run due to platform lengths and electricity requirements. There's no way extra trains or stops to other existing runs can be added during peak time. I guess for this particular run, its best to be early.

Does anyone have an idea of how close a train like this comes to covering its own operating costs?

MetraBNSF wrote:No set longer than 11 cars can be run due to platform lengths and electricity requirements. There's no way extra trains or stops to other existing runs can be added during peak time. I guess for this particular run, its best to be early.

Part of the problem is that the equipment for the Naperville express runs aren't recirculated on deadhead trips in the evening as they are in the morning, which results in the three 11-car sets making only one outbound trip during the PM rush, and is also the reason why there are twice as many Naperville express runs in the morning (8) than in the evening (4). A short term fix could include shortening the intervals to every 15 min. in the evening (from say, 445pm-6pm), which could mitigate some of the overcrowding on 1267, but that would likely increase deadhead traffic, and that's pretty busy in the afternoon as it is. If the additional deadheads can't arrive back downtown before 5pm, it won't work. Otherwise, there may not be much relief until the UP/W improvements come online, where service could be added to take some of the strain off BNSF...

c604. wrote:Does anyone have an idea of how close a train like this comes to covering its own operating costs?

Good question. IMO, it wouldn't surprise me if BNSF were to actually turn a profit on these particular trains if they were running the operation themselves with no subsidy from Metra/RTA, even if the rest of the service was operating at a loss otherwise as a whole. But a better question would be what Metra's operating ratio is for the other seven routes it directly owns and operates...

Something that might work to help alleviate overcrowding on 1267, but comes at the expense of two other trains would be to add a Naperville stop to train 1269 (5:26pm DG express) and a Rt. 59 stop to train 1271 (5:32pm Hinsdale express). Or vice versa. If the cars are there, one or two extra cars would have to be added to 1269 and 1271, but theoretically, this could be the best way to alleviate overcrowding on 1267. For Aurora-bound passengers it'll add 5-10 extra minutes to the total running time.

MetraBNSF wrote:Something that might work to help alleviate overcrowding on 1267, but comes at the expense of two other trains would be to add a Naperville stop to train 1269 (5:26pm DG express) and a Rt. 59 stop to train 1271 (5:32pm Hinsdale express). Or vice versa. If the cars are there, one or two extra cars would have to be added to 1269 and 1271, but theoretically, this could be the best way to alleviate overcrowding on 1267. For Aurora-bound passengers it'll add 5-10 extra minutes to the total running time.

That might work if the cars are there, but that's certainly not the case, especially if Metra has to depend on the availability of those ancient gallery cars of CB&Q heritage for rush hour service. And Aurora commuters already have a slightly longer commute in the evening due to the expresses making an extra stop or two (most will catch the DG Exp trains that skip Naperville/Rte. 59), so adding stops to their trains wouldn't be a good idea either. Here's another possible solution:

1263: (Lv 513): Currently a local to Brookfield, could make additional local stops to DG.

1265: (Lv 517): A new train, express to Rte 59 & Aurora. This train would definitely take the load off 1267, which can be left alone, though you could bump up its departure by 2-3 min. or so, and do the same for all other trains from 1269 thru 1279, but all would keep the same stops. You'd have to recirculate the equipment on 1263 & 1267 back downtown as DH moves for later departures, and have the schedules adjusted accordingly, but under the current conditions, it is possible. But as we know, looking good on paper vs. actual practice can be two entirely different things...

1263 could assume the stops that the current 1265 does. If 1263 terminated at Fairview ave like the current 1265 does, it'd get in about 6:06-6:07pm. It'd probably take 10 minutes to change ends and another 20-25 minutes to deadhead back to CUS. It'd have no problem becoming another outbound run. The current 1263 upon completion of its run at Brookfield becomes train 1285 when it gets back to CUS.

1265 could be run to serve only Rt. 59 and Aurora, then tie up. 1267 could deadhead back to CUS from Rt. 59 and become train 1287. The current 1265, once ending its run at Fairview, deadheads back to CUS with plenty of time to spare before it becomes train 1287.