Two trains already reach O’Hare. Both need capital. Both serve everyone along the way. The railroad capacity and civic attention a private express would consume should go to them instead.
The O’Hare Flyer
Private, premium fare, no intermediate stops. Needs agreements from three freight railroads, a City ordinance, FAA approval, and $2.25 billion of private capital — none in hand.
Serves: air travelers who can pay more than the Blue Line.
Metra North Central Service express
Public. Already runs Union Station to O’Hare Transfer in about 34 minutes. A $1.5 million federal study, secured by Sen. Durbin and Rep. Ramirez, is funding the design of frequent service. The main obstacle — the A-2 junction at Western and Kinzie and capacity on the CN line — is the same infrastructure the Flyer would need.
Serves: airport workers, suburban commuters, and air travelers, with intermediate stops.
Metra North Central Service
Metra has served O’Hare Transfer since 1996, but with only about fourteen weekday trains and none on weekends, because Canadian National will not add trains without capacity improvements.1 Metra’s executive director has said what frequent service needs: a flyover at the A-2 junction, crossovers and sidings between A-5 and B-12, luggage-friendly cars, and yard space.2 The study is funded;3 Metra has ordered battery-electric trains. What is missing is the regional decision to build the capacity — and the Northern Illinois Transit Authority, which took control of regional capital on September 1, 2026, can make it.4
The Flyer would use the same Canadian National corridor north of Franklin Park. That is the choice: private premium capacity or public capacity. Not both.
CTA Blue Line
The Blue Line takes you to the terminal for $5. It is slow because of deferred maintenance: more than 84 percent of the Forest Park branch is under slow zones. In July 2026 the CTA and IDOT agreed to fund the design of the first full rebuild of that branch since 1958.5 Finish that, eliminate slow zones on the O’Hare branch, and add cars with room for luggage, and the trip gets meaningfully faster for every rider.
A true express on the Blue Line is hard: two tracks, no room in the Kennedy median for more. That is why the Metra corridor, not the Blue Line, is the real alternative for a fast airport train. The Blue Line’s job is to be fast and reliable for the people who ride it every day.
What we are asking for
- NITA should declare the CN corridor a public asset.
Plan it for Metra service to O’Hare before any private operator is given a claim on it.
- Fund the A-2 flyover.
It benefits every Milwaukee District and North Central rider, not only airport travelers.
- Finish the Blue Line rebuild.
Full funding for the Forest Park branch reconstruction and slow-zone elimination on the O’Hare branch.