The South Shore Line (reporting markNICD) is an electrically poweredinterurbancommuter rail line operated by the Northern Indiana Commuter Transportation District (NICTD) between Millennium Station in downtown Chicago, Illinois and the South Bend International Airport in South Bend, Indiana, United States. The name refers to both the physical line and the service operated over that route. The line was built in 1901–1908 by predecessors of the Chicago South Shore and South Bend Railroad, which continues to operate freight service. Passenger operation was assumed by the NICTD in 1989, who also purchased the track in 1990. The South Shore Line is one of the last surviving interurban trains in the United States. In 2023, the system had a ridership of 1,406,900, or about 6,300 per weekday as of the third quarter of 2024.
Route
Departing South Bend Airport, the South Shore Line heads south alongside Bendix Drive, then west along Westmoor Street, before connecting with the tracks that ran to its former terminus. Between that point and Hudson Lake, Indiana, the South Shore Line runs parallel to Norfolk Southern's Chicago Rail Line, also used by Amtrak's Lake Shore Limited andCapitol Limited, on the north side of the tracks. Just before Hudson Lake, the line crosses from St. Joseph County into LaPorte County and enters the Central Time Zone.
From Hudson Lake, the South Shore continues straight west to Michigan City. In Michigan City, the track runs parallel to 11th Street from Michigan Boulevard to Tennessee Street, where it crosses over to Tenth Street. There, the railroad has an at-grade diamond with Amtrak's Michigan Services, after which it runs until Sheridan Avenue on the west side of Michigan City, Leaving Michigan City, the track travels through Indiana Dunes State Park, crosses over the Chicago Line and runs parallel to it, this time on the south side, past Long Lake. At Gary, Indiana, the route heads west to service the Gary Airport, at times running parallel to the Indiana Toll Road, as far as Hammond, Indiana. Just west of Hammond Gateway station, the route crosses into Illinois and Chicago city limits, at which point the track curves northwest, through the Hegewisch neighborhood and, after crossing the Bishop Ford Freeway and the Calumet River, converges with the Metra Electric line south of Kensington/115th Street station. The South Shore Line then runs over the Metra Electric from Kensington/115th Street the rest of the way to Millennium Station.
The line is quadruple tracked along the section shared with the Metra Electric line from Millennium Station to Kensington/115th Street, double-tracked from Kensington/115th Street to the yard at Michigan City, and single-tracked from there to South Bend Airport.
Service
The most recent service update was on August 20, 2024, when NICTD published an updated schedule incorporating passenger feedback regarding new double-track service.[3]
Weekday schedule
In the westbound direction, 26 trains terminate at Millennium Station. Six of these trips run the whole length of the line from South Bend Airport, while all other trips originate at other stops in Michigan City and Gary (8 trains from Carroll Avenue, 5 trains from 11th Street, and 7 trains from Miller). Some trips are "express" and do not make certain station stops; while mainly concentrated in the morning peak, some trips in the afternoon are also express.
In the eastbound direction, 27 trains originate at Millennium Station. Six trains continue all the way to South Bend Airport, while 6 trains terminate at Miller and the remainder terminate at either Carroll Avenue or 11th Street.
In addition to service at Millennium Station, there are three trains that run only between Carroll Avenue and South Bend Airport, with eastbound service in the early morning and westbound service in the late evening.
Weekend and holiday schedule
On weekends and holidays, there are nine trains to and from Millennium Station. In the westbound direction, four trains originate at Carroll Avenue while all others originate at South Bend Airport; however, in the eastbound direction, all but three trains terminate at South Bend Airport.
Additionally, three shuttle trains run between Carroll Avenue and South Bend Airport in the westbound direction, but only two trains are scheduled for eastbound service.[4]
A Chicago, Lake Shore & South Bend limited train near the Indiana Dunes in the 1920s
The Chicago, Lake Shore and South Bend entered bankruptcy in 1925 and was bought by Samuel Insull's Chicago South Shore and South Bend Railroad (CSS&SB).[7] The line continued to handle both freight and passengers. Under Insull, the CSS&SB embarked on a major rehabilitation program. This included new ballast and ties, 100-pound (45 kg) rail in place of 70-pound (32 kg) rail, brush clearance, and an overhaul of the line's block signals.[8] In 1949, the company acquired three Little Joe electric locomotives for freight service. These locomotives had originally been constructed for the Soviet Union, but changing attitudes due to the Cold War prevented them from being delivered. Although the exact same type as the Milwaukee Joes, the South Shore bought them before the Milwaukee did. These locomotives continued in freight service on the CSS&SB until 1983. No. 803, is preserved in operating condition at the Illinois Railway Museum.
The power system was changed from 6600 volts AC to 1500 volts DC on July 28, 1926, allowing trains to operate directly to the Illinois Central Railroad's Randolph Street Terminal (now Millennium Station) without an engine change. Trains began running to Randolph Street on August 29.[9] That same year, the original line between East Chicago and Indiana Harbor was abandoned.[6]
The Chicago South Shore and South Bend turned a profit during World War II due to the industrial nature of Northern Indiana. However, highway competition and suburban growth led to ridership declines. By the 1950s all interurban lines were seeing a decline in rail travel as automobile use increased.[10] On September 16, 1956, a street running section in East Chicago was removed with the building of a new alignment alongside the Indiana Toll Road.[11] A truncation to west of downtown South Bend removed street trackage in that city from July 1, 1970.[6]
A Pullman Company electric interurban unit heading west toward Michigan City in 1980.
The Chesapeake and Ohio Railway acquired the CSS&SB on January 3, 1967 and continued the operation of passenger services.[12] The Chicago South Shore and South Bend was one of six railroads with long-distance passenger services to decline joining Amtrak in 1971 and in 1976, they asked the Interstate Commerce Commission (ICC) to abandon passenger service. The ICC gave the state of Indiana a chance to reply and subsequently, the Northern Indiana Commuter Transportation District (NICTD) was formed in 1977 to subsidize service.
1925 broadside advertising the South Shore Line railroad between South Bend, Indiana and Chicago, Illinois to highlight attractions on the line, such as the beaches at Dunes State Park.
The railroad began a 3-year project in 2009 to replace all catenary on its line between Michigan City and Gary, some of which was nearly 90 years old. The project cost $18 million and caused service disruptions on weekends while new wires were strung.[16]
The Chicago Region Environmental and Transportation Efficiency Program (CREATE), replaced a bridge on the South Shore Line across 130th Street, Torrence Avenue, and Norfolk Southern tracks in the Hegewisch neighborhood of Chicago as a part of a four-year project lasting from 2011 to 2015.[17][18] The 2,350 ton bridge would be put in place in August 2012.[19]
In 2015 NICTD began an express service between South Bend and Chicago. Targeted at business travelers, the train makes just two intermediate stops: Dune Park and East Chicago. The total scheduled travel time is 1 hour 55 minutes, more than thirty minutes faster than existing services.[20]
In July 2020 during the COVID-19 pandemic, NICTD implemented "mask optional cars" for riders choosing not to wear masks, as Indiana did not have a statewide mask mandate.[21] This received a controversial reception at the time, as it was alleged at the time to not help slow down the spread of the coronavirus disease, and the "mask optional" car was also the only car with bike racks.[22][23] On November 14, 2020, the "mask optional cars" were discontinued, requiring all passengers to wear a mask.[24][25]
The South Shore Line operates with a fleet of 82 rail cars built between 1982 and 2009 by Nippon Sharyo. The fleet consists of 58 single-level self-propelled cars, 10 single-level unpowered trailers, and 14 bilevel self-propelled cars.[28] The single level fleet's design shares commonalities with MARC's locomotive-hauled MARC II fleet, which were also built by Nippon Sharyo.[29] An additional 26 cars are planned to be acquired, replacing those to be transferred to West Lake Corridor services.[30] Several Highliner 2s from Metra Electric have already been acquired.[31]
A CLS&SB wood-bodied interurban car at a sidingCSS&SB no. 102, built by Pullman in 1926, street-running in South Bend in 1962CSS&SB no. 31, built by Standard Steel Car in 1929, at Randolph Street in 1968
Pullman and the Standard Steel Car Company delivered electric multiple units to the CSS&SB between 1926 and 1929. Many were lengthened in the 1940s and 1950s.[32]
Rebuilt with larger baggage compartments. 73 wrecked in 1909 and rebuilt to work motor 1126 in 1927; undergoing restoration.[34] 72 rebuilt to line car 1101 in 1927. 74 used as trainmen's room at South Bend and scrapped in 1941.[33]
The South Shore Line uses a zone-based fare system, with prices based on the distance traveled and stations' proximity to Millennium Station. There are a total of eleven zones (1–11). Tickets may be purchased at stations, online, and through the South Shore mobile app. Ticket options include one-way, 10-ride, 25-ride, and monthly passes. One-way tickets may also be purchased on trains, but will incur a $1.00 penalty fee if a ticket agent was present at the departure station. Children aged 13 years and under, seniors aged 65 and over, passengers with disabilities, students, active-duty military personnel, and those holding RTA Reduced Fare Permits are eligible for reduced fares. NICTD accepts cash aboard trains, cash and checks at ticket offices, and credit cards online and at Millennium Station's ticket office. Most stations have ticket machines which only accept credit cards.[35] For travel to Hegewisch station (zone 3), fares are set by Metra.[36]
Since 2005, there has been an ongoing debate pertaining to plans to relocate trackage off the streets of Michigan City.[37] In July 2009, NICTD announced its intention to relocate the Michigan City track south of its current location in order to smooth out the curves, cut down the number of grade crossings, increase speed and reduce maintenance costs.[38] The plan also calls for the replacement of both current stations with a single new station located a block west of the current 11th Street boarding location (between Franklin and Washington streets) with a modern, high-level platform and parking lot. The plan would require a demolition of residential and retail buildings currently located on the south side of 11th Street.[39]
The relocation effort faced a setback in March 2010 when NICTD announced that it was short necessary funds to complete the preliminary engineering study. Unless the funding was found, the relocation would have been postponed indefinitely since, without the engineering study, NICTD would not be able to get state and federal funds necessary to complete the relocation.[40] NICTD and the city continued to work on obtaining the funds needed.[41] In 2011 NICTD accepted bids for a $1 million study, expected to take 18 months.[42] The study was completed in October 2013. The preferred alternative identified by the study preserved an alignment similar to the current route but relocated the tracks alongside the street. It proposed replacing the two existing stations with a new station near the center of Michigan City.[43] The realignment was completed as a part of the double track project from Gary to Michigan City.[44]
Street running ended on February 27, 2022, and buses replaced trains within this section prior to the opening of the new alignment.[45][46] Service between Dune Park and Carroll Avenue resumed on October 25, 2023.[47] Service on the remaining closed section between Gary and Dune Park restarted on April 9, 2024, with a new schedule taking advantage of the double track beginning on May 14.[48]
NICTD planned to apply for federal funding for a preliminary engineering study and environmental survey of a Hammond-to-Lowell leg in 2009. As of 2008[update], that leg had a projected price tag of $551 million.[49] As of 2019[update], the cost has increased to $665 million. NICTD was awarded funding in the spring of 2020 and the line broke ground in October 2020.[50] The project is estimated to open to revenue service in May 2025.[51][52]
The new line will run through Munster to Dyer, with a possible later extension to St. John, and trains will run as shuttles between Hammond and Dyer during off-peak hours.[53] The alignment of the new branch leaves the old CSS&SB main immediately before the original Hammond station. Hence, the NICTD built the Hammond Gateway station to serve both branches.[54]
Proposed expansions and realignments
Valparaiso branch
At a legislative hearing in October 2008, NICTD officials said they would drop further study of a Munster-to-Valparaiso route, and begin study of a Gary–Valparaiso route. At the hearing, NICTD officials said the projected cost of $673 million for the Munster-to-Valparaiso route as well as low projected ridership would have made it ineligible for federal funding and opted to study the Gary-to-Valparaiso route instead.[55] The Gary-to-Valparaiso route would utilize the partially abandoned former Pennsylvania Railroad line. NICTD officials contend the shorter length of a Gary-to-Valparaiso run and the chance to use existing tracks there may make it a lower-cost alternative to the Munster-to-Valparaiso route.
Extension to Elkhart
In the 1980s and 1990s, there was some discussion about the possibility of extending the line from South Bend east to Elkhart County, Indiana.[56][57] In 1988, Elkhart, Indiana Mayor James Perron pushed for the government to look into making long-term plans for an extension into his city.[58]
Proposed new stations
There are proposals to replace the South Bend terminus with a new station.
There is a proposal to reestablish a station in New Carlisle.[59]
Station listing
The South Shore Line and the Metra system
The line operates over the tracks of the Metra Electric Line from Millennium Station to Kensington-115th Street. Metra owns the track in this territory. Per a long-standing non-compete clause with Metra, outbound South Shore Line trains to Indiana only stop at Metra Electric stations to receive passengers; inbound trains to Millennium Station only stop at Metra Electric stations to discharge passengers.
South Shore Line trains make the following station stops:[60]
^Economic Adjustment Study: Chicago South Shore and South Bend Railroad Corridor, Final Report; Northwestern Indiana Regional Planning Commission and Northern Indiana Commuter Transportation District,; March 1980; pg 1
^"S. Shore on New Line". The Hammond Times. Hammond, Indiana. September 16, 1956. pp. 1–2. Retrieved November 1, 2024 – via Newspapers.com.
^"South Shore Line Switch Approved". Chicago Tribune. December 23, 1966. p. 2 Section 10.
^"Annual Report"(PDF). Northern Indiana Commuter Transportation District. December 31, 2010. p. 15. Archived from the original(PDF) on February 3, 2017. Retrieved January 31, 2017.
^Dodson, Paul (June 17, 1994). "South Shore Railroad Will Close 7 Flagstops". South Bend Tribune. p. B2.
There was a train station on the Chain Lakes, near Lydick Indiana. The South Shore had discontinued the stop in 1936 and was later destroyed by fire. The station was located near the Chain-O-Lakes Conservation Club. During that time, in the mid-1930s the Northern Indiana Railroad, and the New York Central made stops in Lydick. The New York Central stopped making stops when it was absorbed into Penn Central in 1968. The Northern Indiana Railroad, however, abandoned the service in 1934. The entire Northern Indiana Railroad was abandoned in 1940 leaving only the South Shore, the last interurban railroad in the United States.
^Economic Adjustment Study: Chicago South Shore and South Bend Railroad Corridor, Final Report; Northwestern Indiana Regional Planning Commission and Northern Indiana Commuter Transportation District; March 1980; Appendix A
Middleton, William D. (1998). "Insull's Super-Interurban". In Cohen, Ronald D.; McShane, Stephen G. (eds.). Moonlight in Duneland: The Illustrated Story of the Chicago South Shore and South Bend Railroad. Indiana University Press. ISBN0-253-33418-7. OCLC38862554.
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