We Need More Power!

Given the number of trains and level of ridership, has Metra ever considered electrifying the BNSF line?

I don't know if it's ever been seriously kicked around, but Metra would have to sell the idea to BNSF first, since they own the railroad. Aside from startup costs, stringing up catenary within the commuter district could pose problems for BNSF's intermodal/double-stack traffic, therefore, it would have to be a dedicated ROW, which would require at least one more track. If (and that's a big if) it's ever considered, the railroad can't be electrified to the modest standards similar to Metra's current electric district; no, this would have to be a serious high-speed project, with trains capable of 90-100mph speeds in order for it to really work, and be cost-effective. Anything less than this would be a waste of time and money; do it right, or don't do it at all...

If you were going to electrify a portion of the system, wouldn't the RI district make more sense -- shared connection with the existing electric territory, and all those close spaced stations scream out for MUs...

But -- would there be the traffic density to support it?

doepack wrote:I don't know if it's ever been seriously kicked around, but Metra would have to sell the idea to BNSF first, since they own the railroad. Aside from startup costs, stringing up catenary within the commuter district could pose problems for BNSF's intermodal/double-stack traffic, therefore, it would have to be a dedicated ROW, which would require at least one more track.

Modern constant tension catenary could be mounted at a height where there would be sufficient clearance for double stacks without issues, however as you note it would probably be an uphill battle to convince BNSF to allow it without a dedicated ROW for various reasons

However, the Metra service could see a number of benefits, including shorter trip times on local services in particular (which would benefit from the higher power available to electric traction), no emissions at track level in CUS, and potentially make higher speeds achievable in practice in conjunction with a signal system upgrade.

no, this would have to be a serious high-speed project, with trains capable of 90-100mph speeds in order for it to really work

Hey you never know, with a good engineer a local may be able to get up to those speeds between Berwyn and Harlem or between LaGrange and Stone Ave.

I started this thread last year about whether CB&Q ever considered electrifying the same line.
http://www.railroad.net/forums/viewtopic.php?t=32836

We've also discussed in this forum the merits of electrifying the RI line, at least the CHI-BI segment.

It's worth noting that certain Metra lines actually have the density to make electrification a really good idea, versus certain proposals floated at other forums to electrify low-density LD or commuter routes. Those lines suitable are probably RI, BN, CNW.

And if this were to be a high-speed project, all the grade crossings between McClure Rd. and LaVergne would have to be eliminated

MetraBNSF wrote:And if this were to be a high-speed project, all the grade crossings between McClure Rd. and LaVergne would have to be eliminated

Absolutely. Otherwise, those accidents in LaGrange could REALLY get nasty...

high speed is not needed to make electrification reasonable. Energy savings, increased acceleration,and increased equipment flexibility will be enough to justify costs.

NJTs M&E Division and much of SEPTA is far from high speed, but is electrified to keep schedules on the locals on the lines, which have very close spacing.

the RI District is a good candidate would be a good candidate for electrification, but it should probably be done in conjunction with a conversion of the Electric District to AC power so Blue Island trains could run through to Joliet, creating truer semblance of a system. This would unite the two isolated districts on Metra and operations could easily be consolidated into 3 divisions, saving on operations costs.

c604. wrote:Hey you never know, with a good engineer a local may be able to get up to those speeds between Berwyn and Harlem or between LaGrange and Stone Ave.

Or between Clarendon Hills and West Hinsdale during the rush hours

M&Eman wrote:high speed is not needed to make electrification reasonable. Energy savings, increased acceleration,and increased equipment flexibility will be enough to justify costs

True. But to clarify, I made the high speed suggestion for BNSF with the possible extensions to Plano and/or Oswego in mind. While both towns reside outside of the RTA's current service area, these areas in particular, and Kendall county in general, has experienced a steady, sustained growth in population over the last decade. If one were to dream, I'd like to see BNSF re-built with a high speed infrastructure, so that if/when Kendall county is added, the upgraded service will already either be in place, or at least in progress. But again, especially with all of the political posturing and infighting destined to keep the RTA broke, it's likely to remain a dream for some time to come...

M&Eman wrote:the RI District is a good candidate would be a good candidate for electrification, but it should probably be done in conjunction with a conversion of the Electric District to AC power so Blue Island trains could run through to Joliet, creating truer semblance of a system. This would unite the two isolated districts on Metra and operations could easily be consolidated into 3 divisions, saving on operations costs.

Are you saying that the exisiting Blue Island branch service on Metra Electric should be extended to Joliet via electrification? If so, that doesn't make much sense; this line is a low density, low-speed, single-track route with short platforms, it would require a massive overhaul to support this kind of increased service. Not saying it can't be done, but I think the money would be better spent electrifying the Beverly branch of the Rock, and just making that a local service between LaSalle and Blue Island, while keeping it mutually exclusive from main line diesel service to Joliet as I suggested earlier. Besides, I don't think electrification west of Blue Island is necessary, the intermediate stations on the Rock's main line west of there are spaced about 2 miles apart on average; in fact, there's just one station (New Lenox) in an 11 mile stretch between Mokena and Joliet...