Cardinal (train)
Template:Short description Template:Use mdy dates Template:Italic title Template:Infobox rail service
The Cardinal is a long-distance passenger train operated by Amtrak between New York Penn Station and Chicago Union Station via Philadelphia, Washington, D.C., Charlottesville, Charleston, Huntington, Cincinnati, and Indianapolis. Along with the Floridian and Lake Shore Limited, it is one of three trains linking the Northeast and Chicago. The Template:Convert trip between New York and Chicago is scheduled for 28Template:Frac hours.<ref name="Amtrak">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The Cardinal has three round trips each week, departing New York City on Sundays, Wednesdays, and Fridays, and departing Chicago on Tuesdays, Thursdays, and Saturdays. Prior to being discontinued in 2019, the Hoosier State provided service on the portion of the Cardinal's route between Indianapolis and Chicago on the other four days of the week.<ref name="Amtrak" /><ref name="IBJ-cancel">Template:Cite news</ref>
The CardinalTemplate:'s ridership was 82,705 in fiscal year 2023, a 3.0% increase from FY2022,<ref name=":0">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> but approximately 25% below its pre-COVID-19 pandemic ridership of about 109,000 in FY2019. In the two fiscal years prior to the pandemic (FY2018 and FY2019), ridership had increased 12.5%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In FY2020, the Cardinal earned $7.1Template:Nbspmillion on expenses of $22.6M—a revenue-to-cost ratio of 31%, the second lowest among all Amtrak routes.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
HistoryEdit
{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} The Cardinal is the successor of several previous trains, primarily the New York Central (later Penn Central) James Whitcomb Riley and the Chesapeake and Ohio Railway (C&O) George Washington. The James Whitcomb Riley was a daytime all-coach train which operated between Chicago and Cincinnati (via Indianapolis). The George Washington, the C&O's flagship train, was a long-distance sleeper that ran between Cincinnati and—via a split in Charlottesville, Virginia—Washington, D.C. and Newport News, Virginia. Until the late 1950s, the Riley carried the WashingtonTemplate:'s sleeper cars between Cincinnati and Chicago.<ref name="schafer1997" /> Both routes survived until the formation of Amtrak in 1971.<ref name="sanders2003" />Template:Rp
Amtrak kept service mostly identical through the spring and summer of 1971.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It slowly began integrating the trains that summer. The two trains began exchanging through Washington—Chicago and Newport News—Chicago coaches at Cincinnati on JulyTemplate:Nbsp12, and a through sleeping car began SeptemberTemplate:Nbsp8.<ref name="lynch">Template:Lynch-Penn Central</ref> On NovemberTemplate:Nbsp14, the Riley and George Washington merged into a single long-distance Chicago-Washington train, with the eastbound train (train 50) known as the George Washington and the westbound train (train 51) known as the Riley.<ref name="sanders">Template:Sanders-Heartland</ref>Template:Rp The eastern terminus was briefly extended to Boston, giving the Northeast Corridor a one-seat ride to Chicago. However, it was truncated back to Washington in 1972. On MayTemplate:Nbsp19, 1974, Amtrak fully merged the George Washington into the Riley.
During the early Amtrak era, the Riley was plagued by the poor condition of ex-New York Central track in Indiana. In 1973, it was moved to ex-Pennsylvania Railroad track through Indianapolis.<ref name="sanders"/>Template:Rp By 1974, Amtrak rerouted it off Penn Central track altogether; by then, the trackage had deteriorated so badly that the Riley was limited to Template:Convert for much of its route through Indiana.<ref name="lynch"/> The Newport News section ended in 1976, replaced by the Boston–Newport News Colonial.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A number of long-distance trains running along former Penn Central trackage in the Midwest were plagued by similar problems.
The James Whitcomb Riley was renamed the Cardinal on OctoberTemplate:Nbsp30, 1977, as the cardinal was the state bird of all six states through which it ran. However, due to poor track conditions in Indiana, the train was rerouted numerous times, first over various Penn Central/Conrail routings that had once been part of the Pennsylvania Railroad, then ultimately over the former Baltimore and Ohio route via Cottage Grove by 1980.<ref name="all aboard 1991">Template:All Aboard Amtrak</ref>Template:Rp
The Cardinal was eventually extended to run along the Northeast Corridor again in an effort to improve the Cardinal's cost recovery ratio, but this time with the eastern terminus moved to New York. Previously, the Broadway Limited ran from New York to Chicago along the Northeast Corridor, but only as far south as Philadelphia. The train was discontinued on SeptemberTemplate:Nbsp30, 1981, but revived on JanuaryTemplate:Nbsp8, 1982, per a mandate initiated by Senator Robert C. Byrd. While the Cardinal and its predecessors had run daily,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> the revived Cardinal ran only three times per week.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The revived train followed another new route, via Richmond and Muncie, Indiana. This arrangement lasted until April 27, 1986, when the train was finally moved to its current route via Indianapolis.<ref name="all aboard 1991" />Template:Rp<ref>Template:Cite news</ref> On October 29, 1995, the Cardinal was truncated to Washington, D.C. after the consist was updated with Superliners. On OctoberTemplate:Nbsp27, 2002, after derailments on other routes depleted available Superliner cars, the Superliners were replaced with Viewliners. The Cardinal continued to operate the Chicago-Washington D.C.Template:Nbspschedule. Service to New York was restored on Sunday's westbound Cardinal on October 27, 2003. Full service to New York resumed on April 26, 2004.
From MarchTemplate:Nbsp29, 2018, to NovemberTemplate:Nbsp8, 2018, due to continuing construction at New York Penn Station, the CardinalTemplate:'s eastern terminus was temporarily moved to Washington. Cardinal passengers needing to travel to or from points north of Washington were transferred to a Northeast Regional.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Hoosier StateEdit
{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} With the Indianapolis routing, the Cardinal began operating jointly with the Chicago–Indianapolis Hoosier State. The Hoosier State operated to Indianapolis on the days the Cardinal did not, assuring seven-day service between Chicago and Indianapolis. This pattern ceased on OctoberTemplate:Nbsp25, 1987, when the Hoosier State became a full-fledged daily train once again. The Hoosier State was dropped on SeptemberTemplate:Nbsp8, 1995, but resumed again on JulyTemplate:Nbsp19, 1998, again running on days that the Cardinal did not run.
On DecemberTemplate:Nbsp17, 1999, Amtrak extended the Hoosier State to Jeffersonville, Indiana, (and later to Louisville, Kentucky) and renamed the train the Kentucky Cardinal. This new train was a daily service; on days when the Cardinal operated, the two trains ran combined between Indianapolis and Chicago. Amtrak ultimately discontinued the Kentucky Cardinal on JulyTemplate:Nbsp4, 2003, and brought back the Hoosier State on the pre-1999 schedule.
After Indiana discontinued its subsidy, Amtrak suspended the Hoosier State as of JuneTemplate:Nbsp30, 2019. Passengers who booked trips after that date were compensated with Cardinal tickets.
PlansEdit
In the July 2010 issue of Trains magazine, the Cardinal was noted as being one of five routes under consideration for performance improvement. For the Cardinal, the proposed changes included increasing service from thrice-weekly to daily operation, and changing the western terminus to St. Louis, Missouri. Railfan and Railroad magazine also suggested that the train be rerouted to St. Louis, with a separate section bound for Chicago.<ref>Template:Cite magazine</ref>
In early October 2010, Amtrak released a report detailing plans to increase the CardinalTemplate:'s service from thrice-weekly to daily service, as well as increasing the train's on-time performance and food service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The January 2011 issue of Trains later revealed that Amtrak would scrap re-routing and Superliner conversion and instead adopt not only daily service, but also purchasing dome cars to be used along the Chicago-Washington, D.C.Template:Nbspportion of the trip. In addition, the routing into Chicago Union Station would be changed and station platforms along the route containing coal dust would be scrubbed and cleaned.<ref>Template:Cite magazine</ref>
However, obstacles to a daily Cardinal persist. Track capacity is limited on the Buckingham Branch Railroad, a short line railroad between Orange and Clifton Forge, Virginia where the Cardinal operates along former C&O/CSX trackage, preventing frequent freight trains from passing a daily Cardinal. This problem also applied to the planned-but-failed Greenbrier Presidential Express train, which would also have traversed the Buckingham Branch on a weekly basis. The Buckingham Branch requires additional funding to expand several sidings before allowing additional service.<ref>Template:Cite magazine</ref> Another obstacle is freight congestion in Chicago particularly at the 75th Street Corridor on Chicago's South Side.<ref name="create">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The third obstacle is capacity at the Long Bridge in Washington, D.C.<ref name=longbridge>Template:Cite news</ref> Infrastructure improvements are being made at all three. The Orange Branch between Orange and Gordonsville raised train speed after the completion of a track and signal project in 2017.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Chicago Region Environmental and Transportation Efficiency Program (CREATE) has received funding under a public–private partnership (P3) for the 75th Street Corridor with construction beginning in October 2018 and is scheduled to be finished by 2025.<ref name="create" /><ref>Template:Cite news</ref> A parallel span of the Long Bridge is full funded and moving towards engineering design and financing.<ref name=longbridge />
Starting on OctoberTemplate:Nbsp1, 2019, traditional dining car services were removed and replaced with a reduced menu of "Flexible Dining" options. As a result, the changes to the consist of the train will have the dining car serve as a lounge car for the exclusive use of sleeping car passengers.<ref>Template:Cite press release</ref>
In June 2021, Senator Jon Tester of Montana added an amendment to the Surface Transportation Investment Act of 2021 which would require the Department of Transportation (not Amtrak itself) to evaluate daily service on all less frequent long-distance trains, meaning the Cardinal and Sunset Limited.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The bill passed the Senate Commerce Committee with bipartisan support,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref> and was later rolled into President Biden's Infrastructure Investment and Jobs Act (IIJA), which Congress passed on NovemberTemplate:Nbsp 5, 2021.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The report is known as the Amtrak Daily Long-Distance Service Study and must be delivered to Congress within two years.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In mid-2023, Amtrak applied for a federal grant to operate the Cardinal daily and increase speeds between Indianapolis and Dyer.<ref>Template:Cite press release</ref> In December 2023 the daily Cardinal project was granted $500,000 from the IIJA through the Federal Railroad Administration's Corridor Identification and Development Program.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Train consistEdit
In the early 1990s, the Cardinal ran with the usual Amtrak long-distance consist of two EMD F40PHs or one GE E60, plus several material handling cars (MHC) and baggage cars, followed by several Amfleet coaches, an Amfleet lounge, a Heritage diner, two or three Heritage 10-6 sleepers, a slumbercoach, and finally, a baggage dormitory car. Following the delivery of the Superliner II fleet, however, the Cardinal was re-equipped with Superliner cars in 1995.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As a result, its route was truncated to end in Washington D.C., as Superliners cannot operate on the Northeast Corridor due to low tunnel clearances in Baltimore and New York City. With the Superliner equipment, the consist would usually be two Superliner sleeping cars, a diner, a Sightseer Lounge, a baggage coach, and a coach.
In 2002, two derailments on other routes took numerous Superliner cars out of service. Because of this, insufficient Superliner equipment was available for use on the Cardinal. The Cardinal was re-equipped with a consist of single-level long-distance cars, including dining, lounge, sleeping, and dormitory cars, although service to New York was not restored until 2004. Subsequent fleet shortages shortened the Cardinal further, and at one point, the train was running with two or three Amfleet II coaches and a combined diner-lounge car. While the sleeping car was later restored, the Cardinal has not had a dormitory car or a diner since. Similarly, though the baggage car was also removed, it was restored in response to an upturn in patronage in mid-2010. In 2016, Amtrak added business class service to the Cardinal.<ref>Template:Cite news</ref> The Cardinal seasonally included a dome car prior to the car's retirement.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref>
Amtrak began replacing the older P40DC and P42DC locomotives with Siemens ALC-42 locomotives in 2023.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Template:As of, the Cardinal's typical consist includes:<ref name=march2025>Template:Cite news</ref>
- P42DC or ALC-42 locomotive (1 ACS-64 electric locomotive used north of Washington DC)
- 3 Amfleet II coaches
- Amfleet II café/lounge car
- Viewliner II sleeping car
- Viewliner II baggage/dorm car
Route overviewEdit
Amtrak bills the CardinalTemplate:'s route as one of the most scenic in its system. After an early morning departure from New York and traveling south down the Northeast Corridor, the train passes through Virginia's rolling horse country, across the Blue Ridge and the Shenandoah Valley. It then climbs the Allegheny Mountains and stops at the resort town of White Sulphur Springs, home to The Greenbrier, a famous luxury resort. The Cardinal descends on tracks through New River Gorge National Park and Preserve, a unit of the National Park Service protecting the longest deepest river gorge in the Eastern U.S. The river is popular for white water rafting, and the cliffs attract rock climbers. The forests blaze with autumn foliage and the train usually sells out during the peak season.
The schedules are timed to allow trains to travel through the New River Gorge in daylight nearly all year. Westbound, the train travels at night from Charleston, West Virginia, on to Indianapolis, where it arrives at about dawn, reaching Chicago mid-morning. Eastbound, the Cardinal departs late afternoon, reaching Indianapolis before midnight, Charleston mid-morning, and New York City in the late evening. While Cincinnati is served both directions with stops after midnight, about 15,000 passengers a year arrive or depart from this station.
The Cardinal is one of only two of Amtrak's 15 long-distance trains to operate only three days a week, the other being the Sunset Limited. Like other long-distance trains, passengers are not allowed to travel only between stations on the Northeast Corridor on the Cardinal. Eastbound trains only stop to discharge passengers from Alexandria northward, and westbound trains only stop to receive passengers from Newark to Washington. This policy aims to keep seats available for passengers making longer trips; passengers traveling between Northeast Corridor stations can use the more frequent Acela Express or Northeast Regional services.
Route detailsEdit
The Cardinal operates over Amtrak, CSX Transportation, Norfolk Southern Railway, Buckingham Branch Railroad, Canadian National Railway, Union Pacific Railroad, and Metra trackage:
- Amtrak Northeast Corridor, New York to Washington
- CSX RF&P Subdivision, Washington to Alexandria
- NS Washington District, Alexandria to Orange
- BB Orange Subdivision and North Mountain Subdivision, Orange to Clifton Forge
- CSX Alleghany Subdivision, New River Subdivision, Kanawha Subdivision, Russell Subdivision, Northern Subdivision, Cincinnati Subdivision, Cincinnati Terminal Subdivision, Indianapolis Subdivision, Indianapolis Terminal Subdivision, Crawfordsville Branch Subdivision, and Monon Subdivision, Clifton Forge to Munster
- CN Elsdon Subdivision, Munster to Thornton
- UP Villa Grove Subdivision, Thornton to 81st Street
- BRC Kenton Line Subdivision, 81st Street to 74th Street
- Metra SouthWest Service, 74th Street to Chicago
- NS Chicago Line, CP 518 to Chicago (Depending on Dispatcher preference, The Cardinal often runs between CP 518 and 21st Street on NS)
The Buckingham Branch trackage is one of the few Class III railroad used in the Amtrak system.
Station stopsEdit
ReferencesEdit
NotesEdit
Further readingEdit
- Mike Schafer, Amtrak's atlas, Trains, June 1991
- Template:Schwieterman-Leaves-Eastern
- Template:Solomon-New York Central
- Amtrak October 2010 report on the Cardinal