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The Richard B. Ogilvie Transportation Center (/ˈoʊɡəlviː/), on the site of the former Chicago and North Western Terminal, is a commuter rail terminal in downtown Chicago, Illinois, United States. For the last century, this site has served as the primary terminal for the Chicago and North Western Railway and its successors Union Pacific and Metra. Intercity services had disappeared by the 1970s, but commuter services on the three ex-CNW mainlines, Metra's UP District lines, continue to terminate here. The tracks are elevated above street level. The old CNW terminal building was replaced in the mid 1980s with a modern skyscraper, the 500 West Madison Street building. The modern building occupies two square city blocks, bounded by Randolph Street and Madison Street to the north and south and by Canal Street and Clinton Street to the east and west. It is the second busiest rail station in Chicago, after nearby Union Station, the sixth-busiest railway station in North America, and the third-busiest station (after Grand Central Terminal and Jamaica station in New York City) that exclusively serves commuter traffic.

Key Information

History

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The 1911 station

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The Chicago and North Western Railway built the Chicago and North Western Terminal in 1911 to replace its Wells Street Station across the North Branch of the Chicago River. The new station, in the Renaissance Revival style, was designed by Frost and Granger, also the architects for the 1903 LaSalle Street Station.[2]

The Tyler & Hippach Mirror Company Factory was moved 168 feet east and 52 feet south to make room for the station's construction.[3] At the time, this was the largest building ever moved.[4]

The station's 16 tracks were elevated above street level and "reached by six approach tracks and sheltered under an 894-foot-long [272 meter] Bush train shed."[2] The upper level of the head house housed a concourse and other facilities for intercity passengers, including "dressing rooms, baths, nurses and matrons rooms, and a doctor's office".[5] The centerpiece of the upper level was a stately waiting room, measuring 201 by 202 feet (34 by 62 meters), and rising 84 feet (approx. 26 meters) to its barrel vaulted ceiling.[2] In addition to the main concourse on the upper level, there was a street-level concourse for commuters.

During the heyday of rail travel, the Chicago and North Western Terminal was home to the C&NW's trains to Milwaukee, Minneapolis-St Paul, Madison and other cities of the upper Midwest, including the railroad's premier 400 series of trains. Until October 30, 1955, it was also the Chicago terminus of the trains the Union Pacific ran in conjunction with the C&NW, including the Overland Limited and the famed City trains (City of San Francisco, City of Los Angeles, Portland Rose) (operations of all Union Pacific intercity passenger trains would be turned over to the C&NW's rival, the Milwaukee Road). Other less famous trains such as the Corn King Special (Omaha), Viking (Milwaukee, Green Bay, and Minneapolis/St Paul), and Columbine (Denver). In 1939, there were 38 inter-city departures each business day.[6]

  • CNW Terminal c. 1912
    CNW Terminal c. 1912
  • C&NW train in July 1964
    C&NW train in July 1964
  • Interior in 1981
    Interior in 1981
  • Terminal in November 1981
    Terminal in November 1981

The 1984 station

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In 1984, the head house was razed and replaced with the glass-and-steel 42-story Citicorp Center (now Accenture Tower), which was completed three years later in 1987. Metra service was maintained with only minor interruptions during construction – following the example of the demolition and replacement of New York Penn Station.[citation needed]

1991 rehabilitation

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Rehabilitation progress in 1994

In 1991, Metra purchased the train shed from Chicago and North Western and conducted a survey to determine the condition. The examination included necessary repairs to improve its structural integrity and redesign measures to bring the station up to modern mass-commuting standards. After completing a thorough evaluation, Metra, the Urban Mass Transportation Administration, and the Illinois Department of Transportation decided to completely replace the existing structure and in 1992, with the assistance of Federal funding, a contractor and management team were selected to begin the work.

Many engineering challenges had to be addressed and resolved, not only because of the train shed's prominent location but also due to its high traffic volume as it was to remain operational to 45,000 daily commuters during the project. Such challenges included the removal of original lead paint, the complete replacement of all 16 tracks which served 200 trains a day, extensive structural steel repairs (under load), erection of a new steel canopy, complete exterior masonry restoration, new electrical and plumbing systems, and construction of a new pedestrian concourse. During the rehabilitation project, which lasted four years and cost $138 million, over 60 contractors spent more than 800,000 man-hours performing repairs and producing new construction.

The station was renamed the Ogilvie Transportation Center in 1997, two years after the C&NW merged into the Union Pacific Railroad, after Richard B. Ogilvie, a board member of the Milwaukee Road. Many longtime Chicago-area residents still call it "North Western Station", and many longtime employees simply call it "CPT" – short for "Chicago Passenger Terminal".

Platforms and tracks

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Ogilvie Transportation Center platforms as seen from the Willis (Sears) tower, July 2019. A Harlem-bound Green Line train is visible.

The station has 16 tracks with eight island platforms, each island platform servicing two tracks. Not all the platforms are the same length; the platforms on the western part of the station (tracks 1–10) are significantly longer than the eastern platforms. In general, West Line trains depart from the western platforms (roughly tracks 1–5), Northwest Line trains depart from the middle tracks (6–10), and North Line trains depart from the eastern tracks (11–15). (Track 16 is seldom used by revenue trains.) This is done so that departing and arriving trains do not have to make large switch movements, which would block the use of other tracks and prevent multiple trains from arriving and departing at the same time. Just north of the station, the number of tracks reduces from 16 to six. Switches allow for trains on any of the 16 station tracks to end up on any of these six tracks, and vice versa. About a third of a mile from the station, the six tracks split into two mainlines of four tracks. One mainline turns west, while the other turns northwest. West Line trains take the west tracks, while Northwest and North Line trains take the northwest tracks. Out-of-service trains use the west mainline to access yards and maintenance facilities.

Services

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Except from November 1969 to April 1971, only the Chicago and North Western Railway used their terminal.

The Chicago and North Western Terminal has served as a terminal for all the commuter and intercity trains of the Chicago and North Western Railway. In addition, on November 9, 1969, the day after Grand Central Station closed, the Baltimore and Ohio Railroad and Pere Marquette Railway, Grand Central's two remaining users, moved their remaining intercity services into the C&NW's terminal. Those trains, which used the C&NW's branch to the St. Charles Air Line west of Western Avenue, last ran on April 30, 1971, the day before Amtrak took over most intercity passenger trains in the U.S. Amtrak services over the lines of those two railroads have run into Union Station.

Metra's three Union Pacific District lines – the Union Pacific North Line, Union Pacific Northwest Line and Union Pacific West Line – now provide regular commuter rail service along three former C&NW lines. In Metra's zone-based fare schedule, Ogilvie is in Zone 1. More than 106,000 people board Metra trains at Ogilvie Transportation Center each day.[1]

Traffic statistics

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Rank Route Daily passengers (weekday)
1 UP-N
to Kenosha 		41,000
2 UP-NW
to Harvard/McHenry 		38,600
3 UP-W
to Elburn 		27,200

Bus and 'L' connections

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Bus connections can be made on Madison Street or Washington Boulevard via the Citigroup Center or through a lower level concourse accessible by the track platforms between Washington Boulevard and Randolph Street with entrances at Canal and Clinton Streets. Connections can also be made at the Union Station bus terminal via an entrance to Union Station's north concourse on Madison Street.

Ogilvie offers two connections to the Chicago Transit Authority's "L" system. It is next door to Clinton station; Ogilvie's platforms directly abut Clinton. Ogilvie is three blocks west of Washington/Wells station.

CTA buses

  • J14 Jeffery Jump
  • 19 United Center Express
  • 56 Milwaukee
  • 60 Blue Island/26th (Owl Service)
  • 120 Ogilvie/Streeterville Express
  • 124 Navy Pier
  • 125 Water Tower Express
  • 126 Jackson
  • 128 Soldier Field Express
  • 130 Museum Campus
  • 157 Streeterville/Taylor
  • 192 University of Chicago Hospitals Express

Major intercity trains before Amtrak

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Green Line trains pass each other above the Ogilvie terminal.
Chicago & North Western trains
Union Pacific/Chicago and North Western trains

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ogilvie Transportation Center

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from Grokipedia
The Transportation Center is a major terminal in downtown , , serving as the primary hub for three lines operated under contract by the : the Union Pacific Northwest Line to Harvard and McHenry, the to , and the Union Pacific West Line to Elburn. Located at 500 West Madison Street in the West Loop neighborhood, the station occupies the lower levels of a 42-story office tower (now known as the Tower) and features eight island platforms serving 16 tracks, along with amenities including ticket vending machines, retail shops, dining options, and accessible facilities for passengers. It is the second-busiest rail station in after Union Station, accommodating over 100,000 daily boardings at its pre-pandemic peak (as of 2019) and playing a vital role in the region's commuter network, with ridership recovering to approximately 45,000 average weekday boardings as of 2025. Originally constructed as the Chicago and North Western (C&NW) Station, the facility opened on June 5, 1911, designed in the Beaux-Arts style by the architectural firm Frost & Granger at a cost of $23 million, with a grand four-story headhouse built from Bedford limestone that included ornate waiting areas, a , and barbershop. The station served both long-distance passenger trains, such as the C&NW's famed "400" fleet of streamliners, and growing suburban commuter services until the mid-20th century decline in rail travel due to automobiles and air transport; by the , the original headhouse was demolished in 1984 to make way for the modern office tower completed in 1987. , which acquired the C&NW commuter operations in the , undertook a $141 million renovation of the platforms and concourses starting in 1992, integrating the rail infrastructure with the building's base while preserving elements of the original . The station was renamed the Richard B. Ogilvie Transportation Center in 1997 to honor former Illinois Governor (1923–1987), who advocated for regional mass transit and helped establish Metra's parent agency, the Regional Transportation Authority, in 1974. It connects seamlessly with Chicago's public transit system, including nearby CTA Blue and Green Line stations, and supports the daily commute for tens of thousands traveling to and from the city's northwestern and western suburbs, underscoring its enduring importance as a gateway to Chicago's economic core.

History

Original Station (1911–1984)

The Chicago and North Western Terminal was constructed in by the Chicago & North Western Railway to replace its earlier Wells Street Station across the North Branch of the . Designed by the architectural firm Frost & Granger, the new facility adopted a Renaissance Revival style, characterized by classical ornamentation and grandeur suited to a major transportation hub. The structure included a prominent three-story adorned with bronze-trimmed , a 14-story office tower for railway administration, and a distinctive that served as a visual landmark along Madison Street between and Clinton Streets on the west side of the 's South Branch. Multi-level train sheds extended 894 feet to arriving and departing , accommodating the railway's growing operations. Key operational features of the terminal encompassed 16 tracks served by eight island platforms, each platform handling two tracks, which facilitated efficient passenger flow for both commuter and intercity services. The design supported high-volume traffic, including interurban lines such as those connecting to and other regional destinations, with capacity for up to 54 trains daily during peak periods in the early 20th century. Upon its opening in , the station quickly became a vital for the Midwest's rail network, processing substantial passenger volumes; for instance, its dining facilities alone served 585,200 meals in its first year of operation. From 1912 to 1984, the terminal functioned as the primary hub for the Chicago & North Western Railway's passenger services, handling both local commuter routes and longer-distance intercity trains that extended across the to destinations like , and . In the mid-20th century, amid economic expansion, the station managed millions of passengers annually, reflecting Chicago's role as a central rail nexus with daily peaks reaching around 120,000 riders during high-demand eras. The facility's , including the elevated platforms and extensive sheds, enabled seamless integration of , diesel, and eventually electric-powered services, underscoring its adaptability to evolving rail technologies. By the , the terminal exhibited significant structural deterioration resulting from years of deferred maintenance, exacerbated by declining passenger volumes due to competition from automobiles and air travel. The aging Renaissance Revival building, once a symbol of railway prominence, faced mounting operational inefficiencies, leading the Chicago & North Western Railway—then under financial strain—to plan its replacement. Full of the original station was completed in to clear the site for new office development, marking the end of its 73-year service as Chicago's key North Western hub.

Reconstruction (1984–1991)

The demolition of the historic Chicago and North Western Terminal, a Renaissance Revival structure completed in 1911, began in early 1984 and was completed by late 1984, clearing the site for a new . Preservationists mounted a campaign to preserve the building, citing its architectural significance, but developer Tishman Realty & Construction Co. prevailed amid debates over priorities. The cleared site at 500 West Madison Street paved the way for a 42-story tower integrated with a modern terminal. Construction of the new terminal started in 1984, coinciding with the broader development of the Northwestern Atrium Center (later renamed and Tower). Designed by the firm Murphy/Jahn, the project emphasized seamless integration between the below-grade rail facilities and the above-ground , providing direct pedestrian access from the tower lobby to the station . The terminal opened in April , featuring eight island platforms serving 16 tracks in an enclosed below-grade to accommodate growing demand. During the build, service experienced only minor interruptions, with operations continuing via temporary arrangements and rerouting to adjacent facilities like Union Station. The initial configuration offered limited capacity for peak-hour traffic, setting the stage for subsequent expansions to handle increased ridership on the Chicago & North Western lines.

Rehabilitation and Renaming (1991–2000s)

In the early 1990s, , in partnership with the , launched a comprehensive rehabilitation of the Chicago and North Western Terminal to address structural deficiencies and enhance functionality. The four-year project, costing $138 million, focused on replacing all 16 tracks that handled approximately 200 daily trains, restoring the aging , and installing a new steel and glass roof over the , which had purchased from the Chicago and North Western in 1991. The initiative also incorporated enclosed skybridges linking the station to adjacent office towers, an expanded for better flow, and upgrades to lighting and ventilation systems, all completed with over 800,000 man-hours contributed by more than 60 contractors. To limit impacts on ongoing commuter operations, work proceeded in phases, allowing continued service throughout the process. These enhancements significantly boosted track capacity and platform accessibility, supporting Metra's growing ridership on Union Pacific lines. The station's major overhaul culminated in its official renaming as the Richard B. Ogilvie Transportation Center on October 16, 1997, during a dedication ceremony that recognized former Illinois Governor Richard B. Ogilvie (1969–1973) for his pivotal role in advancing public transportation, including the creation of the Regional Transportation Authority. Dorothy Ogilvie, the governor's widow, attended as the guest of honor, highlighting his legacy in development. The $141 million project—encompassing the rehabilitation efforts—was celebrated as a milestone in modernizing Chicago's rail infrastructure. During the 2000s, the center received incremental updates to manage escalating commuter volumes, including enhancements to and information systems amid ridership surpassing 3,600 weekday trips by the late . These measures, such as a new control center added in 1997 and subsequent operational tweaks, ensured the facility could accommodate demand without major overhauls.

Recent Developments (2010s–2025)

In the 2010s, implemented key upgrades at Ogilvie Transportation Center to enhance passenger experience and connectivity. In December 2015, free hotspots became available throughout the station's platform-level waiting areas and ground-floor charging zones, extending to all five downtown stations as part of a broader connectivity initiative. A multi-floor renovation of approximately 23,000 square feet was also completed that year, modernizing interior layouts and electrical systems. The station maintains seamless integration with the adjacent Accenture Tower (formerly ), where the tower's second level provides direct pedestrian access to the platforms, facilitating efficient transfers for commuters. Metra's 2024 capital improvement program, totaling $332.4 million, focused on system-wide enhancements that supported operations at Ogilvie. This included $22 million for track maintenance, such as tie replacements along key lines serving the station, and investments in signal and communications upgrades to improve reliability and safety. Broader station projects across 35 locations emphasized and platform enhancements, contributing to the overall resilience of downtown terminals like Ogilvie. In 2025, faced financial pressures leading to significant policy announcements affecting Ogilvie riders. On , proposed double-digit fare increases of 13% to 15% for 2026—the first since 2018—to offset a projected $68 million operating shortfall as federal relief funds depleted, with no service cuts planned. Examples included one-way tickets rising from $3.75 to $4.25 for zones 1-2 and monthly passes increasing from $75 to $85 for the same zones. However, on , 2025, 's board approved the 2026 budget without the fare increases, utilizing new state funding to close the gap. In March, launched a public survey and outreach events at Ogilvie to gather feedback on renaming commuter lines for better clarity and service navigation, aiming to simplify the system for new riders. Security challenges at Ogilvie intensified amid broader transit crime trends in the 2020s. During the , pro-Palestinian protests near the adjacent Israeli Consulate prompted temporary closures of the station's Madison Street entrance and a heavy police deployment, resulting in 55 to 60 arrests after demonstrators clashed with officers. Rising across Chicago's public transit, including a near-decade high in 2024 with incidents averaging one every three hours on the CTA system, heightened concerns for stations like Ogilvie, prompting calls for enhanced safety measures.

Architecture and Design

Renaissance Revival Origins

The Chicago and North Western Terminal, completed in and designed by the architectural firm Frost and Granger, exemplified a hybrid of Beaux-Arts and Revival styles, drawing inspiration from grand European stations of the era. The exterior featured a detailed Bedford limestone facade with a prominent Doric rising 120 feet at the Madison Street entrance, creating an imposing yet elegant presence in downtown . This architectural approach emphasized symmetry, classical proportions, and monumental scale, reflecting the optimism and industrial ambition of early 20th-century American rail infrastructure. Inside, the station boasted a grand waiting room measuring 201 feet by 202 feet, with marble floors and a barrel-vaulted ceiling reaching 84 feet in height, modeled after the public baths of ancient Rome for a sense of opulent spaciousness. The multi-level design integrated seamlessly with expansive train sheds measuring approximately 894 feet in length, accommodating the flow of passengers through four stories of functional yet ornate spaces. These interior elements prioritized passenger comfort and efficiency, using high-quality materials to convey the prestige of rail travel during Chicago's booming era as a transportation hub. The overall headhouse measured 320 feet by 218 feet. Engineering innovations underscored the terminal's forward-thinking construction, including elevated tracks supported by concrete viaducts that separated rail traffic from street-level congestion, enabling 16 platforms across eight island configurations. The project, costing about $6.4 million for the building and train sheds (equivalent to roughly $205 million in 2025 dollars), represented a significant in urban rail architecture. Culturally, the terminal embodied Chicago's early 20th-century role as a of rail innovation, offering a scaled-down counterpart to New York City's in its blend of classical grandeur and practical engineering.

Modern Integration and Features

The modern integration of the Ogilvie Transportation Center embodies Helmut Jahn's postmodern design philosophy, executed through his firm Murphy/Jahn, which prioritizes verticality and transparency in a 42-story glass curtain wall tower accented with stainless steel elements to evoke a sleek, contemporary presence amid Chicago's skyline. This architectural approach links the station directly to the adjacent Accenture Tower (formerly 500 West Madison) via a below-grade , escalators, and skybridges—including a notable 1929-era span connecting to the historic —creating a cohesive mixed-use transit hub that blends access with office and retail functions spanning over 64,000 square feet on the lower levels. The design retains and rehabilitates the original 1911 , preserving historic elements while integrating modern infrastructure. Key features enhance user experience and functionality, including an open atrium that promotes natural light infusion, climate-controlled waiting areas on upper levels, and structural reinforcements implemented during rehabilitations to ensure resilience. Sustainability efforts have been integrated post-2010s, with the tower achieving Gold certification through energy-efficient upgrades such as advanced HVAC systems, aligning the complex with Chicago's initiatives for reduced environmental impact.

Facilities and Infrastructure

Platforms and Tracks

The Ogilvie Transportation Center is equipped with eight island platforms that serve 16 tracks, arranged in an elevated configuration above street level, with passenger access via a below-grade . The tracks are numbered sequentially from 1 to 16, running from east to west across the station's footprint. This layout allows for efficient servicing of multiple lines terminating at the facility. North of the station, the number of tracks narrows from 16 to six as lines diverge. The rail infrastructure is grade-separated from surrounding streets through a series of viaducts and elevated structures, minimizing conflicts with urban traffic and enhancing operational safety. While the station primarily supports diesel-powered services on Union Pacific lines, certain adjacent segments incorporate overhead for freight or legacy electric operations, though no third-rail systems are present at Ogilvie itself. The facility handles up to 300 trains daily across its lines, supporting high-volume commuter flows. In 2025, began signal and crossing equipment upgrades at the north end of the station, including improvements to the Lake Street interlocking, which are enhancing train turnaround times and overall capacity as of November 2025. These enhancements involve replacing switches, signal cables, and related components to boost reliability.

Amenities and Accessibility

The Ogilvie Transportation Center provides a range of core amenities to support passenger needs, including ticket vending machines installed throughout the station following the phase-out of agent-based sales in 2024. Vending machines for snacks and beverages are available in areas, while restrooms are accessible on multiple levels. The upper features the Chicago French Market, a dining area with over 20 vendors offering diverse food options, operational during station hours. The lost and found service, located on the lower level, can be contacted at 312-322-1234 and operates in alignment with the station's waiting room hours. Accessibility at the Ogilvie Transportation Center has been fully compliant with the Americans with Disabilities Act (ADA) standards since its major reconstruction completed in 1991, incorporating features such as elevators, ramps, tactile edging on platforms, and accessible restrooms. Signage includes braille elements and audible announcements for visually impaired passengers, with priority areas designated on platforms for users and others requiring assistance. Security is maintained by the on-site Metra Police Department, reachable at 312-322-2800 for emergencies or non-emergencies, with officers patrolling the facility. Passenger information is supported by real-time digital displays showing train arrivals and departures, alongside free coverage that was expanded across all downtown Metra stations, including Ogilvie, in 2015. Secure bike racks are available for cyclists, with prototype racks accommodating multiple bikes installed in late 2023. The station operates with extended hours on the upper concourse—Monday through Saturday from 5 a.m. to 12:40 a.m., and Sunday from 7 a.m. to 12:40 a.m.—while the lower level is open weekdays from 5 a.m. to 6:40 p.m. and closed on weekends.

Services and Operations

Current Metra Lines

The Ogilvie Transportation Center serves as the downtown terminus for three Union Pacific (UP) lines operated by : the Union Pacific North (UP-N), Union Pacific Northwest (UP-NW), and Union Pacific West (UP-W). These lines provide service to northern and western suburbs, with all trains departing from and arriving at Ogilvie under a longstanding agreement between and that originated in 1984 with the Chicago & North Western (predecessor to UP) and has continued post-1995 UP acquisition; assumed direct train operations in May 2025 while UP retains track ownership. The UP-N line runs north to , approximately 52 miles away, with typical travel times of 1 to 1.5 hours depending on stops and direction. It operates 71 daily weekday trains, serving stations such as Waukegan, North Chicago, and Winthrop Harbor, and averages about 19,300 weekday boardings systemwide (as of 2024). Service patterns feature peak-hour frequencies of every 15 to 30 minutes during morning and evening rush periods to accommodate commuters. The UP-NW line extends northwest to Harvard and , covering up to 63 miles with travel times around 1.5 to 2 hours; it is a heritage route tracing the historic Chicago & North Western corridor and primarily uses diesel locomotives, including occasional heritage units painted in legacy liveries. With 78 daily weekday trains, it stops at key stations like , Arlington Heights, and Crystal Lake, recording roughly 20,700 average weekday boardings (as of ). Peak-hour service runs every 15 to 30 minutes, with some express options during rush hours. The UP-W line heads west to , spanning 44 miles with end-to-end travel times of about 1 to 1.5 hours, serving communities including Elmhurst, Wheaton, and . It schedules 58 daily weekday trains and sees approximately 14,800 average weekday boardings (as of 2024). Like the other lines, it offers peak-period frequencies of 15 to 30 minutes to support high-demand commuting.

Ridership Statistics

In 2019, prior to the , the Ogilvie Transportation Center recorded approximately 26.8 million passenger trips across the three Union Pacific lines it serves (UP-N, UP-NW, and UP-W), representing about 36% of Metra's total system ridership of 74 million that year. This volume established Ogilvie as one of the busiest hubs in the United States, with average weekday boardings at Ogilvie exceeding 29,000 in mid-2019. By line, the UP-N saw 8.55 million trips, the UP-NW 10.38 million, and the UP-W 7.88 million annually. The caused a sharp decline in ridership, with 's overall trips dropping to 18.6 million in 2020, and Ogilvie's lines following suit due to reduced . Recovery began in 2022 and accelerated through 2024, with Ogilvie's lines totaling about 12 million trips in 2023 (UP-N: 4.15 million; UP-NW: 4.63 million; UP-W: 3.29 million), or roughly 38% of 's 32 million system-wide. By 2024, this rose to approximately 13.7 million trips at Ogilvie (UP-N: 4.83 million; UP-NW: 5.18 million; UP-W: 3.69 million), reflecting a 12-16% year-over-year increase on the UP lines and bringing weekday boardings to an average of about 54,800 across them (as of 2024).
YearUP-N (million trips)UP-NW (million trips)UP-W (million trips)Ogilvie Total (million trips)
20198.5510.387.8826.82
20234.154.633.2912.07
20244.835.183.6913.70
Ridership at Ogilvie experienced peak growth during the following the station's rehabilitation and renaming in 1997, driven by rising downtown employment and expanded service, with 's overall trips nearly doubling from 40 million in 1990 to over 70 million by 2000. Post-pandemic rebound has averaged 10-15% annual growth on the UP lines since 2022, supported by enhanced midday and weekend schedules, though still at about 50% of 2019 weekday levels. For 2025, projected a 7% system-wide increase to around 39 million trips; through September 2025, monthly ridership showed a 15% year-over-year increase, aligning with growth expectations despite a planned 13-15% hike in 2026 that could moderate future gains. As a key gateway to West Loop employment centers, Ogilvie supports over $2 billion in annual economic activity for the region through commuter access to jobs, reduced congestion, and multimodal connections, bolstering the broader transit network's role in equitable growth.

Connections

The Ogilvie Transportation Center offers convenient access to the Chicago Transit Authority's (CTA) 'L' system, facilitating transfers for commuters traveling to and from Chicago's West Side and Loop districts. The station is directly adjacent to Clinton station on the and Lines, located at 540 W. Lake Street, with Ogilvie's platforms abutting the elevated 'L' structure to enable seamless transfers in under one minute. This proximity supports efficient connections for riders on Union Pacific Northwest, North, and West line trains arriving at Ogilvie. A short walk of approximately five minutes—covering about 1,700 feet east along Madison —connects Ogilvie to Washington/Wells station, which serves the , Orange, , and Lines. This linkage provides broader access to the CTA Loop and north-south corridors, benefiting west-side commuters who integrate service with 'L' travel for downtown or suburban destinations. The Line's Clinton station, a subway stop at 426 S. Clinton , is reachable via a roughly nine-minute walk of 0.4 miles south, offering additional options for O'Hare Airport or West Side routes, though it requires slightly more effort than the Green or Line transfer. Ogilvie lacks a direct rail link to intercity services, but is just a 0.7-mile walk southeast via and Adams Streets, taking about 12-15 minutes and accommodating transfers between and long-distance trains. Discussions about constructing a track connection between Ogilvie and Union Station to improve intermodal efficiency have been ongoing, but plans were effectively blocked by the development of the 350 N. Canal residential tower, which occupies key right-of-way space. The station handles a significant volume of daily intermodal transfers to the , supporting the overall commuter network in the West Loop area, with pathways and signage designed to guide riders between Metra platforms and nearby 'L' entrances.

Bus and Multimodal Transit

The Ogilvie Transportation Center provides direct access to multiple (CTA) bus routes, facilitating seamless connections for downtown commuters. Curbside stops along Madison Street and Clinton Street serve over a dozen lines, including the 20 Madison (east-west service across the Loop), 124 Express (to the lakefront), and 125 Express (to the ). These routes operate frequently during peak hours, with fares integrated via the system for easy transfers from Metra trains. Pace suburban bus services connect to the center primarily through coordinated transfers at nearby CTA stops and Metra lines, supporting travel to northwest suburbs like Wheaton and Rosemont. Key lines such as 301 , 303 Forest Park–Rosemont, and 305 East-West offer interline ticketing with Metra, allowing passengers to use a single ticket for combined journeys without additional cost during valid transfer windows. This integration enhances regional mobility, with Pace routes departing from adjacent points like and Madison for efficient links to O'Hare and beyond. As a multimodal hub, the center features nearby Divvy bike-sharing stations, including locations at Clinton/Washington and Madison/Clinton, enabling short last-mile trips for riders. Taxi stands are conveniently positioned outside on Madison and Canal Streets, providing on-demand service from licensed providers. Pedestrian pathways connect directly to the , offering scenic access to waterfront amenities just blocks away. During the 2024 Chicago , special CTA shuttle buses from Clinton at Madison emphasized the center's transit access, transporting thousands to without personal vehicles. Looking ahead, the Regional Transportation Authority's (RTA) initiatives, including the Innovation, Coordination, and Enhancement () program with approved grants for bus-rail integration, aim to expand coordination at hubs like Ogilvie through improved scheduling, real-time information sharing, and equity-focused projects as of September . These efforts could enhance Pace-CTA-Metra coordination, potentially adding dedicated bus lanes and expanded transfer options to reduce wait times and boost ridership.

Historical Significance

Pre-Amtrak Intercity Trains

The Chicago and North Western Terminal served as a major hub for intercity passenger trains operated by the Chicago and North Western Railway (C&NW) from the early until the formation of in 1971. These trains connected to destinations across the Midwest, including , , and Michigan's Upper , forming a vital part of the network. Among the prominent routes was the Flambeau 400, a streamlined daytime train that ran from to , via Green Bay, covering approximately 400 miles in about seven hours. Introduced in May , it featured lightweight coaches, a baggage-lunch-counter-diner, reclining seat coaches, and parlor cars, with bi-level "gallery" cars added in 1958 for increased capacity and comfort. The train catered to tourists and business travelers in northern , with seasonal extensions to Michigan's Upper during summers. Another key service was the Peninsula 400, which provided daily express runs from to , passing through Green Bay and serving the Upper Peninsula's mining and recreational areas. Launched in the early 1940s with Pullman-Standard lightweight coaches and locomotives, it included a tavern-lunch counter, full , parlor cars, and multiple coaches, later incorporating bi-level cars in 1958. The route emphasized speed and convenience for the roughly 400-mile journey, which took around eight hours. Service north of Green Bay ended in mid-July 1969. The Rochester 400 targeted southern , operating from to Mankato via Rochester from October 1960 to July 1963, powered by diesels and part of the C&NW's famed "400" series branding that promised 400-mile trips in 400 minutes. These trains typically included streamlined coaches and dining facilities, though the Rochester run was shorter and focused on regional connectivity. Other "400" routes, such as the 400 to Minneapolis-Saint Paul, further underscored the terminal's role in linking to the Twin Cities metropolitan area. In the , the terminal handled up to around 20 daily intercity departures, down from 38 business-day departures in , reflecting early signs of waning demand amid postwar automobile and highway expansion. Peak intercity ridership at the C&NW system reached 1-2 million passengers annually in the pre-World War II era, supported by amenities like dining cars on most named trains and occasional Pullman sleepers on longer overnight services. By the late and into the , competition from cars and led to progressive cuts, with many "" trains discontinued by 1963 and remaining long-distance routes curtailed. All intercity passenger operations from the terminal ceased on , 1971, coinciding with Amtrak's inception, leaving only commuter services.

Notable Events and Legacy

The site of the Ogilvie Transportation Center, originally the Chicago & North Western Station, has played a notable role in , particularly through its appearance in the 1976 film Silver Streak. The movie's climactic scene, depicting a crashing into a station concourse, utilized interior shots and the structure of the pre-demolition C&NW terminal, capturing the grandeur of early 20th-century rail architecture and symbolizing Chicago's enduring rail heritage. Economically, the center has been instrumental in spurring development in Chicago's West Loop neighborhood, serving as a vital commuter hub that connects suburban workers to jobs and fosters commercial growth. Its location has supported the transformation of the surrounding area into a mixed-use district with offices, residences, and retail, as outlined in city planning documents emphasizing . In 2024, ongoing discussions about stalled infrastructure plans, including a proposed rail linkage to nearby Union Station, underscored persistent challenges; a high-rise at 350 N. Canal Street was identified as blocking potential track connections between the C&NW lines at Ogilvie and routes, highlighting tensions between urban development and transportation integration. The 1991–1994 rehabilitation of the station's train shed and platforms, costing over $150 million, preserved key historic elements while modernizing facilities for service, though the original headhouse had been demolished in 1984. While the full station is not listed on the due to those losses, related structures like the adjacent Chicago & North Western Railway Power House received National Register designation in 2004 and Chicago Landmark status in 2006, recognizing the site's broader architectural legacy. The center's historical operations significantly influenced the creation of in 1977, as the site's role as a major commuter terminal under the Chicago & North Western Railway underscored the need for regional coordination amid private railroads' financial struggles; this led to the formation of the Regional Transportation Authority in 1974, with emerging as its commuter rail arm. The station was renamed in 1997 for former Governor , who championed these transit reforms during his tenure. Environmentally, the legacy of diesel emissions from past operations persists, with studies documenting elevated particulate levels on platforms and in trains departing Ogilvie; in 2025, citywide air quality monitoring initiatives installed sensors at transit shelters to address this historical through better data collection and mitigation strategies.

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