Clean Trains, Big Gains
Union Station should be a pillar of Chicago’s 21st-century rail revival — the core of a modern, connected Midwest rail network. Imagine fast, clean, frequent intercity trains gliding into the station from every direction. Imagine Metra reborn as true regional rail — nimble, electric trains running all day, not just at rush hour.
But today, Union Station is stuck in the past: choked by diesel fumes, antique trains, and unrealized potential. Electrification is the key to unlocking all of that.
The State of Illinois should have an integrated network plan driving the vision of electric train travel radiating from Chicago to all corners of the state and beyond. The State, the City of Chicago, and Amtrak should be working together now on a plan to electrify Union Station — the heart of that vision. It will take time, so this process should have begun yesterday.
Key Takeaways
- The State of Illinois should push Amtrak to electrify Union Station.
- A 1500 Volt DC busbar is the solution to tight clearances.
Why Electrification Matters
Electrification isn’t just a technology upgrade — it’s the missing link. It’s the difference between a 20th-century train station and a 21st-century transportation hub. Done right, it transforms Union Station from a smokey bottleneck into a clean, high-capacity engine of regional growth.
Let’s start with the obvious: diesel is dirty. The air under the station’s covered train sheds is thick with exhaust, where poor ventilation traps fumes. Riders notice. Workers breathe it daily.
But the diesel exhaust is a symptom. Venting does not deal with the real problem: the trains. Electrification, however, eliminates the problem at the source. No fumes. No workaround needed. Clean air and modern service in one move. But the benefits go far beyond clean air.
More Trains, More Often Electric trains are lighter, faster to accelerate, and cheaper to operate. They can start and stop more frequently, which makes them perfect for high-frequency, all-day regional service — not just the old commuter rush-hour model. That opens the door to Metra’s transformation into a true regional rail network that serves Chicagoans all day, every day.
More Riders, More Revenue Electrification enables better schedules, faster trips, and cleaner stations — all of which attract more riders. And with more riders come more fare revenues, more economic activity around stations, and stronger political support for expanding the system.
The Foundation for High-Speed Rail This isn’t just about Chicago. There can be no Midwest high-speed rail system without an electrified Union Station.
There are at least 16 high-speed or regional rail corridors that depend upon expanding station capacity in Chicago.
Why Union Station Is the Place to Start
Union Station is the nation’s rail hub. And it’s where a regional rail revolution must begin.
The ultimate goal is full electrification along routes to Milwaukee, Detroit, Indianapolis, St. Louis, Cincinnati, and beyond — a network built for high-speed rail. Reaching that vision will take years and must be woven into long-term system planning.
With dual-mode locomotives, electrification can start in the center and build out.
But there’s a catch: The clearances are tight and Amtrak Superliners nearly max out that space. So Amtrak will have to be creative.
Ceiling the Deal – in All the Wrong Ways
The current venting system at Union Station depends on aging rooftop exhaust fans installed in the office towers above the tracks. These systems are maintenance-heavy, prone to failure, and outside Amtrak’s direct control — leaving the station vulnerable to poor air quality and stalled fixes. Worse yet, strained relationships with building owners have made reliable operation inconsistent at best.
Amtrak wants to solve the exhaust problem by installing big ducts to vent fumes sideways out to the Chicago River.
Those ducts could physically block the installation of overhead wires. Once built, they would make electrification even more difficult.
This is the moment for a “do no harm” approach. Don’t build something today that closes the door on tomorrow.
Metra Electric trains operate into Millennium Park station with very tight clearances.
Millennium Park Station Points to a Solution
Metra’s Millennium Park Station offers a potential solution to electrifying Union Station.
Metra and South Shore trains that use the station are powered by a 1,500 volt dc wire which requires much less clearance than the typical 25,000 volt ac wire. Replacing the flexible wire with a rigid busbar reduces the needed clearance further. It should be able to fit in the 10 inches of clearance between the highest Amtrak coach and the lowest point in the station.
Trains can easily be built to draw 1,500 volts within the terminal area and 25,000 volts on future mainlines outside the city.
And, as a bonus, it is much easier to build dual-mode locomotives that run on diesel outside the city and then switch electric power at 1,500 volts in and around Union Station, making Union Station a doable first phase.
In addition to providing a way to phase electrification from the middle out, the busbar can be used to charge Metra’s new battery trains.
Don’t Box Out the Future
At the center of it all, Union Station can be a clean, efficient, high-capacity gateway to the Midwest. Or it can stay a diesel-choked bottleneck. The difference is whether Amtrak, Metra, and the State invest in electrification — or sabotage it with shortsighted fixes.
The State of Illinois should push Amtrak to include electrification in the current design.
Join the Movement
Let’s build a monument in transportation at Union Station. Thousands of people are on board. Join us and make it a reality.
