Metra Electric District

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 then-downtown station, Great Central 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 along with the main line.

When the IC moved its intercity operations to Central Station in 1893, it built Randolph Street Terminal on the former site of Great Central to handle its growing commuter operations.

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 city 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 crossed over the new electric alignment. The electric tracks continued north to Randolph Street 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.[6]

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. The South Chicago branch is double tracked, and the Blue Island branch has a single track with a passing siding at West Pullman.

The Illinois Central Gulf commuter rail crash, the worst rail accident in Chicago history, occurred on October 30, 1972. A commuter train made up of new lightweight bi-level Highliner cars, inbound to Randolph Street Station 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.

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 ($72.1 million adjusted for inflation). The line is now operated by Northeast Illinois Regional Commuter Rail Corporation, Metra's operating subsidiary. 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.

From 1988 onward, Randolph Street Terminal was under near-perpetual construction. The construction of Millennium Park moved the station completely underground, and in 2005 it was renamed Millennium Station.

The Metra Electric 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.

On January 4, 2021, fares on the Metra Electric line, along with the Rock Island line, were cut in half for all passengers.[7][8]

The branch leaves the mainline south of the former 67th Street station.

County	Zone	Location	Station	Connections and notes
Cook	B	Chicago	Stony Island	CTA Bus: 28 Stony Island, 71 71st/South Shore
			Bryn Mawr	CTA Bus: N5 South Shore Night, J14 Jeffery Jump, 15 Jeffery Local, 71 71st/South Shore
			South Shore	CTA Bus: 6 Jackson Park Express, 26 South Shore Express, 71 71st/South Shore
			Windsor Park	CTA Bus: N5 South Shore Night, 71 71st/South Shore, 75 74th/75th
			Cheltenham	CTA Bus: 79 79th
			83rd Street	CTA Bus: N5 South Shore Night, 26 South Shore Express, 71 71st/South Shore
			87th Street	CTA Bus: 87 87th
			91st Street (South Chicago)	Closed in 2001, replaced by South Chicago (93rd Street)
			South Chicago (93rd Street)	CTA Bus: N5 South Shore Night, 26 South Shore Exp., 30 South Chicago, 71 71st/South Shore, 87 87th, 95 95th

The branch leaves the main line south of Kensington/115th Street.

County	Zone	Location	Station	Connections and notes
Cook	C	Chicago	State Street	CTA Bus: 34 South Michigan
			Stewart Ridge
			West Pullman	CTA Bus: 8A South Halsted, 108 Halsted/95th Pace Bus: 352 Halsted, 359 Robbins–South Kedzie Ave
			Racine Avenue
		Calumet Park	Ashland Avenue
	D		Burr Oak	Pace Bus: 359 Robbins–South Kedzie Ave
		Blue Island	Blue Island	Metra: ■ Rock Island (at Blue Island–Vermont Street) Pace Bus: 348 Harvey–Riverdale–Blue Island, 349 South Western, 359 Robbins–South Kedzie Ave, 385 87th/111th/127th