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{{Short description|Former Amtrak train between Chicago and Florida}}
{{Short description|Former Amtrak train between Chicago and Florida}}
{{Refimprove|date=May 2008}}
{{Use mdy dates|date=October 2023}}
{{More citations needed|date=May 2008}}
{{italic title}}
{{italic title}}
{{for|the current Amtrak train of the same name|Floridian (train)}}
{{Infobox rail service
{{Infobox rail service
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| image = Floridian at Winter Park.jpg
| image = Floridian at Winter Park.jpg
| image_width = 330px
| image_width = 330px
| caption = The ''Floridian'' at Winter Park in 1973.
| caption = The ''Floridian'' at Winter Park in 1973
| type = [[Inter-city rail]]
| type = [[Inter-city rail]]
| status = Discontinued
| status = Discontinued
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| speed =
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| owners = [[Louisville and Nashville Railroad]]<br>[[Seaboard Coast Line Railroad]]
| owners = [[Louisville and Nashville Railroad]]<br />[[Seaboard Coast Line Railroad]]
| routenumber =
| routenumber =
| map = {{Amtrak Floridian}}
| map = {{Amtrak Floridian (1971–1979)}}
| map_state =
| map_state =
}}
}}


The '''''Floridian''''' was a train operated by [[Amtrak]] from 1971 to 1979 that ran from [[Chicago, Illinois|Chicago]] and–via two sections south of [[Jacksonville, Florida|Jacksonville]]–[[Miami, Florida|Miami]] and [[St. Petersburg, Florida]]. For its Nashville to Montgomery segment its route followed that of several former [[Louisville and Nashville Railroad|Louisville & Nashville Railroad]] (L&N) passenger trains, including the ''[[Pan-American (train)|Pan-American]]'' and the ''[[Humming Bird (passenger train)|Humming Bird]]'' (Cincinnati&mdash;Louisville&mdash;New Orleans). Originating in Chicago, the train served [[Lafayette, Indiana|Lafayette]] and [[Bloomington, Indiana]]; [[Louisville, Kentucky|Louisville]] and [[Bowling Green, Kentucky]]; [[Nashville, Tennessee]]; [[Decatur, Alabama|Decatur]], [[Birmingham, Alabama|Birmingham]], [[Montgomery, Alabama|Montgomery]] and [[Dothan, Alabama]]; and [[Thomasville, Georgia|Thomasville]], [[Valdosta, Georgia|Valdosta]] and [[Waycross, Georgia]].
The '''''Floridian''''' was a train operated by [[Amtrak]] from 1971 to 1979 that ran between [[Chicago, Illinois|Chicago]] and [[St. Petersburg, Florida|Florida]], with two branches south of [[Jacksonville, Florida|Jacksonville]] terminating at [[Miami, Florida|Miami]] and [[St. Petersburg, Florida|St. Petersburg]]. For its Nashville to Montgomery segment, its route followed that of several former [[Louisville and Nashville Railroad|Louisville & Nashville Railroad]] (L&N) passenger trains, including the ''[[Pan-American (train)|Pan-American]]'' and the ''[[Humming Bird (passenger train)|Humming Bird]]'' (Cincinnati–Louisville–New Orleans). Originating in Chicago, the train served [[Lafayette, Indiana|Lafayette]] and [[Bloomington, Indiana]]; [[Louisville, Kentucky|Louisville]] and [[Bowling Green, Kentucky]]; [[Nashville, Tennessee]]; [[Decatur, Alabama|Decatur]], [[Birmingham, Alabama|Birmingham]], [[Montgomery, Alabama|Montgomery]] and [[Dothan, Alabama]]; and [[Thomasville, Georgia|Thomasville]], [[Valdosta, Georgia|Valdosta]] and [[Waycross, Georgia]].


The ''Floridian'' was notorious for lackluster on-time performance, owing to poor track conditions and the poor condition of the equipment it inherited from railroads previously operating on the route. The train used the lines of L&N (including the former [[Monon Railroad]] in Indiana, which merged into the L&N shortly after the formation of Amtrak), and [[Seaboard Coast Line]]. All are now part of [[CSX Transportation]]; some parts of the former route have since been abandoned by CSX.
The ''Floridian'' was notorious for lackluster on-time performance, owing to poor track conditions and the poor condition of the equipment it inherited from railroads previously operating on the route. The train used the lines of L&N (including the former [[Monon Railroad]] in Indiana, which merged into the L&N shortly after the formation of Amtrak), and [[Seaboard Coast Line]]. All are now part of [[CSX Transportation]]; some parts of the former route have since been abandoned by CSX.
Line 53: Line 55:
Amtrak discontinued the ''Floridian'' in October 1979, leaving Louisville and Nashville without passenger train service, two of the largest such cities in the nation to have this distinction. (Louisville briefly regained Amtrak service with the ''[[Kentucky Cardinal]]'', which operated 1999–2003.) The train was also the very last of a number of long-distance trains that ran between Chicago and Miami for much of the 20th century. Previous trains, on different route configurations between those endpoints, passing through different cities on their respective routes, included ''[[City of Miami (train)|City of Miami]],'' ''[[Dixie Flagler]]'' and ''[[South Wind (train)|South Wind]]''.
Amtrak discontinued the ''Floridian'' in October 1979, leaving Louisville and Nashville without passenger train service, two of the largest such cities in the nation to have this distinction. (Louisville briefly regained Amtrak service with the ''[[Kentucky Cardinal]]'', which operated 1999–2003.) The train was also the very last of a number of long-distance trains that ran between Chicago and Miami for much of the 20th century. Previous trains, on different route configurations between those endpoints, passing through different cities on their respective routes, included ''[[City of Miami (train)|City of Miami]],'' ''[[Dixie Flagler]]'' and ''[[South Wind (train)|South Wind]]''.


A new Chicago–Miami train, also called {{lnl|Amtrak|Floridian}}, began service in November 2024 on a different routing as a temporary merger of the {{lnl|Amtrak|Capitol Limited}} and {{lnl|Amtrak|Silver Star}}.
⚫
== History ==


⚫
== History ==
=== Pre-Amtrak ===
=== Pre-Amtrak ===
{{main|South Wind (passenger train)}}
{{main|South Wind (passenger train)}}

The ''Floridian'' as conceived by Amtrak was a successor of the [[Pennsylvania Railroad]]'s (PRR) ''[[South Wind (passenger train)|South Wind]]'', which operated over PRR track from Chicago to Louisville via [[Logansport, Indiana|Logansport]] and [[Indianapolis, Indiana]]; then L&N from Louisville to [[Montgomery, Alabama]]; the [[Atlantic Coast Line Railroad|Atlantic Coast Line]] (ACL) from Montgomery via Waycross to Jacksonville; and then either the [[Florida East Coast Railway]] (FEC) to Miami or the Atlantic Coast Line to [[St. Petersburg, Florida|St. Petersburg]].<ref name="sanders" />{{rp|79–80}}
The ''Floridian'' as conceived by Amtrak was a successor of the [[Pennsylvania Railroad]]'s (PRR) ''[[South Wind (passenger train)|South Wind]]'', which operated over PRR track from Chicago to Louisville via [[Logansport, Indiana|Logansport]] and [[Indianapolis, Indiana]]; then L&N from Louisville to [[Montgomery, Alabama]]; the [[Atlantic Coast Line Railroad|Atlantic Coast Line]] (ACL) from Montgomery via Waycross to Jacksonville; and then either the [[Florida East Coast Railway]] (FEC) to Miami or the Atlantic Coast Line to [[St. Petersburg, Florida|St. Petersburg]].<ref name="sanders" />{{rp|79–80}}


=== Amtrak ===
=== Amtrak ===
Amtrak retained the ''South Wind'' as a through daily Chicago-Miami train. However, the train was rerouted away from Logansport to the ''[[James Whitcomb Riley (train)|James Whitcomb Riley]]'' route via Indianapolis, changing its northern terminus to Chicago's [[Central Station (Chicago terminal)|Central Station]] (owned by [[Illinois Central Railroad]] [IC]), which it shared with Amtrak's ''[[Panama Limited]]'' (the renamed ''[[City of New Orleans (train)|City of New Orleans]]'' and not the original all-Pullman flagship) until that facility was vacated later in favor of consolidating all Amtrak services at Chicago's [[Union Station (Chicago)|Union Station]]. The ''Floridian'' began using Union Station on January 23, 1972.<ref name="sanders" />{{rp|82}}
Amtrak retained the ''South Wind'' as a through daily Chicago–Miami train. However, the train was rerouted away from Logansport to the ''[[James Whitcomb Riley (train)|James Whitcomb Riley]]'' route via Indianapolis, changing its northern terminus to Chicago's [[Central Station (Chicago terminal)|Central Station]] (owned by [[Illinois Central Railroad]] [IC]), which it shared with the ''[[Panama Limited]]'') until that facility was vacated later in favor of consolidating all Amtrak services at Chicago's [[Union Station (Chicago)|Union Station]]. The ''Floridian'' began using Union Station on January{{nbsp}}23, 1972.<ref name="sanders" />{{rp|82}}
[[File:Southbound Floridian at Clearwater, January 1979.jpg|thumb|left|The southbound St. Petersburg section of the ''Floridian'' at Clearwater in 1979]]
[[File:Southbound Floridian at Clearwater, January 1979.jpg|thumb|left|The southbound St. Petersburg section of the ''Floridian'' at Clearwater in 1979]]


Amtrak also began serving the west coast of Florida by splitting the now-daily ''South Wind'' into St. Petersburg and Miami sections. The train split at Auburndale, with one section continuing to Miami and another going to St. Petersburg via Tampa. On November 14, the ''South Wind'' was reconfigured as the ''Floridian.'' The St. Petersburg and Miami sections were retained, but the split now occurred in Jacksonville, with the St. Petersburg section serving Orlando and Tampa and the Miami section serving [[Winter Haven, Florida|Winter Haven]]. These two legs crossed each other near [[Lakeland, Florida]]. The reconfigured train also added a stop in Nashville, which had long been served by the ''South Wind'' but had initially been left out of Amtrak for much of the spring and summer.
Amtrak also began serving the west coast of Florida by splitting the now-daily ''South Wind'' into St. Petersburg and Miami sections. The train split at Auburndale, with one section continuing to Miami and another going to St.{{nbsp}}Petersburg via Tampa. On November{{nbsp}}14, the ''South Wind'' was reconfigured as the ''Floridian.'' The St.{{nbsp}}Petersburg and Miami sections were retained, but the split now occurred in Orlando, with the St.{{nbsp}}Petersburg section serving Tampa and the Miami section serving [[Winter Haven, Florida|Winter Haven]].<ref>{{cite web |title=Nationwide Schedules of Intercity Passenger Service |url=http://www.timetables.org/full.php?group=19720116&item=0068 |publisher=Amtrak |access-date=August 2, 2023 |page=67 |date=January 16, 1972}}</ref> The split was moved further north to Jacksonville by the implementation of the April 1973 timetable.<ref>{{cite web |title=All-America Schedules |url=http://www.timetables.org/full.php?group=19730429&item=0035 |publisher=Amtrak |access-date=August 2, 2023 |page=34 |date=April 29, 1973}}</ref>


On paper, the new ''Floridian'' should have been a success. It ran through several major Midwestern and Southern cities (Chicago, Louisville, Nashville, Birmingham) en route to Florida, and its predecessor had existed for over three decades. However, it was fraught with problems. It had to contend with deteriorating [[Penn Central Transportation Company|Penn Central]] (PC)/ex-[[New York Central Railroad|New York Central]] (NYC) track in Illinois, Indiana and Kentucky, which resulted in occasional use of MoPac (former Chicago & Eastern Illinois) and L&N (former Chicago, Indianapolis & Louisville: Monon) routes north of Louisville. In January 1977, the ''Floridian'' was cancelled for two weeks due to severe winter weather in Chicago.<ref name="Ocala Star-Banner">{{cite web|title=Amtrak Floridian Back In Service|url=https://news.google.com/newspapers?nid=1356&dat=19770203&id=O9IwAAAAIBAJ&pg=1524,670097|access-date=2013-11-22}}</ref> Two other long-distance Penn Central trains retained by Amtrak, the ''[[National Limited (Amtrak train)|National Limited]]'' (successor to another PRR mainstay, the ''[[Spirit of St. Louis (train)|Spirit of St. Louis]]'') and the ''James Whitcomb Riley,'' were plagued by similar problems.
On paper, the new ''Floridian'' should have been a success. It ran through several major Midwestern and Southern cities (Chicago, Louisville, Nashville, Birmingham) en route to Florida, and its predecessor had existed for over three decades. As well as Chicago–Florida passengers, the ''Floridian'' carried significant intra-Florida traffic as well as short-distance passengers on the L&N portion.<ref>{{cite magazine |title=Amtrak South |first=J. David |last=Ingles |pages=32–34 |magazine=Trains |date=July 1974 |volume=34 |issue=9}}</ref>


However, it was fraught with problems. It had to contend with deteriorating [[Penn Central Transportation Company|Penn Central]] (PC)/ex-[[New York Central Railroad|New York Central]] (NYC) track in Illinois, Indiana and Kentucky, which resulted in occasional use of MoPac (former Chicago & Eastern Illinois) and L&N (former Chicago, Indianapolis & Louisville: Monon) routes north of Louisville.<ref>{{cite magazine |last1=Brian |first1=Brian |title=Amtrak Floridian service remembered |url=https://www.trains.com/ctr/railroads/passenger-service/amtrak-floridian-service-remembered/ |access-date=August 2, 2023 |magazine=Classic Trains |date=August 1, 2023}}</ref> In January 1977, the ''Floridian'' was cancelled for two weeks due to severe winter weather in Chicago.<ref name="Ocala Star-Banner">{{cite web|title=Amtrak Floridian Back In Service|url=https://news.google.com/newspapers?nid=1356&dat=19770203&id=O9IwAAAAIBAJ&pg=1524,670097|access-date=November 22, 2013 |newspaper=Ocala Star-Banner |date=February 3, 1977 |page=6}}</ref> Two other long-distance Penn Central trains retained by Amtrak, the ''[[National Limited (Amtrak train)|National Limited]]'' (successor to another PRR mainstay, the ''[[Spirit of St. Louis (train)|Spirit of St. Louis]]'') and the ''James Whitcomb Riley'', were plagued by similar problems.
⚫
During Amtrak's tenure, it continued to utilize E-units from many railroads before replacing them with then-new [[EMD SDP40F]] locomotives which began arriving in the mid 1970s. Unfortunately, these engines had a tendency to derail, especially on rickety PC trackage. The train suffered terrible delays and frequent derailments, including one at 10&nbsp;mph. The consists remained steam-heated, and never received [[Head-end power|Head-End Power]] (HEP) equipment.


⚫
During Amtrak's tenure, it continued to utilize E-units from many railroads before replacing them with then-new [[EMD SDP40F]] locomotives which began arriving in the mid-1970s. Unfortunately, these engines had a tendency to derail, especially on rickety PC trackage. The train suffered terrible delays and frequent derailments, including one at {{convert|10|mph}}. The consists remained steam-heated, and never received [[Head-end power|Head-End Power]] (HEP) equipment.
⚫
The ''Floridian'' was briefly combined with the [[Auto-Train Corporation]]'s [[Louisville, Kentucky]]&mdash;[[Sanford, Florida]] ''Auto-Train'' service in the mid 1970's. The success with the original [[Lorton, Virginia]]&mdash;Sanford ''Auto-Train'' did not replicate itself on the Louisville-Sanford run, in part due to the severe delays on the ''Floridian,'' and the Louisville-Sanford ''Auto-Train'' was suspended indefinitely a few years before Auto-Train Corporation itself finally succumbed to financial difficulties in April 1981. As part of this move Amtrak stopped serving [[Union Station (Louisville)|Union Station]] in Louisville on November 1, 1976, instead using Auto-Train Corp's station near [[Louisville International Airport]]. This continued until the ''Floridian'''s discontinuance.<ref name="sanders" />{{rp|221}}


⚫
The ''Floridian'' was briefly combined with the [[Auto-Train Corporation]]'s [[Louisville, Kentucky]]–[[Sanford, Florida]] ''Auto-Train'' service in the mid-1970s. The success with the original [[Lorton, Virginia]]–Sanford ''Auto-Train'' did not replicate itself on the Louisville–Sanford run, in part due to the severe delays on the ''Floridian,'' and the Louisville–Sanford ''Auto-Train'' was suspended indefinitely a few years before Auto-Train Corporation itself finally succumbed to financial difficulties in April 1981. As part of this move Amtrak stopped serving [[Union Station (Louisville)|Union Station]] in Louisville on November{{nbsp}}1, 1976, instead using Auto-Train Corp's station near [[Louisville International Airport]]. This continued until the ''Floridian''{{'}}s discontinuance.<ref name="sanders" />{{rp|221}}
⚫
In 1979, the [[United States Department of Transportation]] compiled a report that recommended the reduction of services on several routes that did not meet a metric for cost coverage. Per this report, the Carter administration required all Amtrak routes to meet a minimum cost/farebox ratio or face discontinuance. Unfortunately, the aforementioned track issues and delays resulted in a steep decline in ridership for the ''Floridian.'' It made its last run on October 9, 1979 and was shuttered along with the ''[[National Limited (Amtrak train)|National Limited]]'', ''[[North Coast Hiawatha]]'', ''[[Lone Star (Amtrak train)|Lone Star]]'', and [[Champion (train)|''Champion'']], thus rolling back some of the key parts of the Amtrak system and also alleviating some of the losses it had incurred since its May 1, 1971 founding.


⚫
In 1979, the [[United States Department of Transportation]] compiled a report that recommended the reduction of services on several routes that did not meet a metric for cost coverage. Per this report, the Carter administration required all Amtrak routes to meet a minimum cost/farebox ratio or face discontinuance. Unfortunately, the aforementioned track issues and delays resulted in a steep decline in ridership for the ''Floridian''. It made its last run on October{{nbsp}}9, 1979, and was shuttered along with the ''[[National Limited (Amtrak train)|National Limited]]'', ''[[North Coast Hiawatha]]'', ''[[Lone Star (Amtrak train)|Lone Star]]'', and [[Champion (train)|''Champion'']], thus rolling back some of the key parts of the Amtrak system and also alleviating some of the losses it had incurred since its May{{nbsp}}1, 1971, founding.
This DOT report also recommended the discontinuance of the Chicago&mdash;Oakland (San Francisco) ''[[San Francisco Zephyr]]''—which, as the ''[[California Zephyr]]'', has become one of Amtrak's most popular trains.


=== Proposed restoration ===
=== Proposed restoration ===
There has been no concrete effort to re-establish direct Chicago-Miami service, either on the route of the ''South Wind''/''Floridian'' or on that of its partners the ''City of Miami'' and ''Dixie Flagler''. During the early 2000s, Amtrak extended the ''[[Kentucky Cardinal (Amtrak)|Kentucky Cardinal]]'' to a re-opened Louisville Union Station, then discontinued the train again.
There has been no concrete effort to re-establish direct Chicago–Miami service, either on the route of the ''South Wind''/''Floridian'' or on that of its partners the ''City of Miami'' and ''Dixie Flagler''. During the early 2000s, Amtrak extended the ''[[Kentucky Cardinal (Amtrak)|Kentucky Cardinal]]'' to a re-opened Louisville Union Station, then discontinued the train again.

⚫
In the 2000s, Nashville residents proposed restoring train service to the city.<ref name=amtrak>{{cite news |first = Kate| last = Howard | title = Fans of rail want Amtrak here; Nashville not ready to support train service, state says | work = [[The Tennessean]] | date = July 2, 2007
| url = http://reporterkatehoward.blogspot.com/2007/07/tennessean-7207-fans-of-rail-want.html | access-date = October 30, 2012}}</ref> However, in 2007 Tennessee state officials said resumption of service was unlikely, since federal funds were unavailable. Officials also stated that there was insufficient demand to justify restoring rail service at the time.<ref name="amtrak" />

⚫
In June 2021, Senator [[Jon Tester]] (D-Montana) added an amendment to the Surface Transportation Investment Act of 2021 which requires the [[United States Department of Transportation|Department of Transportation]] (not Amtrak itself) to evaluate the restoration of discontinued long-distance routes, such as the ''Floridian''.<ref>{{cite news |last1=Kidston |first1=Martin |title=Montana's passenger rail authority poised for boost from Tester transportation amendment |url=https://missoulacurrent.com/business/2021/06/passenger-rail-amendment/ |access-date=27 July 2021 |work=Missoula Current |date=23 June 2021}}</ref><ref>{{cite news |last1=Kidston |first1=Martin |title=Pending federal passenger rail study likely to include southern Montana route |url=https://missoulacurrent.com/business/2022/02/passenger-rail-restoration/ |access-date=11 May 2022 |work=Missoula Current |date=21 February 2022}}</ref> The bill passed the [[United States Senate Committee on Commerce, Science, and Transportation|Senate Commerce Committee]] with bipartisan support,<ref>{{cite web |title=Key Policy Victories in Senate Rail Title |url=https://www.railpassengers.org/happening-now/news/blog/key-policy-victories-in-senate-rail-title/ |website=www.railpassengers.org |publisher=Rail Passengers Association |access-date=27 July 2021 |language=en |date=16 June 2021}}</ref><ref>{{cite news |last1=Luczak |first1=Marybeth |title=Senate Commerce Committee's Bipartisan $78B Surface Transportation Bill Advances |url=https://www.railwayage.com/news/senate-commerce-committees-bipartisan-78b-surface-transportation-bill-advances/ |access-date=27 July 2021 |work=Railway Age |date=17 June 2021}}</ref> and was later rolled into [[Presidency of Joe Biden|President Biden's]] [[Infrastructure Investment and Jobs Act]], which was passed into law in November 2021.<ref>{{cite web |title=What’s in the Investment in Infrastructure and Jobs Act (IIJA)? |url=https://www.railpassengers.org/happening-now/news/blog/whats-in-the-investment-in-infrastructure-and-jobs-act-iija/ |website=www.railpassengers.org |publisher=Rail Passengers Association |access-date=11 November 2021 |language=en |date=8 November 2021}}</ref> The report must be delivered to Congress within two years.<ref>{{cite web |title=Infrastructure Investment and Jobs Act |url=https://www.congress.gov/117/bills/hr3684/BILLS-117hr3684enr.pdf |access-date=11 November 2021 |pages=285–256}}</ref> The law also provides $2.4&nbsp;billion in new funds to Amtrak's long-distance route network.<ref>{{cite news |last1=Kidston |first1=Martin |title=Infrastructure bill boosts regional effort to restore passenger rail to southern MT |url=https://www.ktvh.com/news/montana-news/infrastructure-bill-boosts-regional-effort-to-restore-passenger-rail-to-southern-mt |access-date=16 November 2021 |work=KTVH |date=10 November 2021 |language=en}}</ref>


⚫
In the 2000s, Nashville residents proposed restoring train service to the city.<ref name=amtrak>{{cite news |first = Kate| last = Howard | title = Fans of rail want Amtrak here; Nashville not ready to support train service, state says | work = [[The Tennessean]] | date = July 2, 2007 | url = http://reporterkatehoward.blogspot.com/2007/07/tennessean-7207-fans-of-rail-want.html | access-date = October 30, 2012}}</ref> However, in 2007 Tennessee state officials said resumption of service was unlikely, since federal funds were unavailable. Officials also stated that there was insufficient demand to justify restoring rail service at the time.<ref name="amtrak" />
⚫
On October 28, 2022, the Amtrak Daily Long-Distance Service Study was announced by the [[Federal Railroad Administration]]. Its purpose is to evaluate the restoration and addition of discontinued and new long-distance passenger services, as well as the upgrading of tri-weekly long-distance services (the ''[[Sunset Limited]]'' and the ''[[Cardinal (train)|Cardinal]]'') to daily operation. The criteria for either restoring or creating new long-distance routes are that they connect large and small communities as part of a "regional rail network", provide economic and social well-being for rural areas, provide "enhanced connectivity" for the existing long-distance passenger trains, and reflect the support and engagement of the locals and region for restored long-distance passenger service.<ref>{{cite web |title=Amtrak Daily Long-Distance Service Study |url=https://fralongdistancerailstudy.org/ |website=fralongdistancerailstudy.org |access-date=1 November 2022}}</ref> These criteria include the ''Floridian'', among other trains. The study will take place through 2023, and will engage with stakeholders, the rail companies, and communities as it "evaluates how to better connect people with long-distance rail services".<ref>{{cite web |title=FRA launches passenger long-distance study site |url=https://www.trains.com/trn/news-reviews/news-wire/fra-launches-passenger-long-distance-study-site/ |website=Trains.com |access-date=1 November 2022}}</ref>


⚫
In June 2021, Senator [[Jon Tester]] (D-Montana) added an amendment to the Surface Transportation Investment Act of 2021 which requires the [[United States Department of Transportation|Department of Transportation]] (not Amtrak itself) to evaluate the restoration of discontinued long-distance routes, such as the ''Floridian''.<ref>{{cite news |last1=Kidston |first1=Martin |title=Montana's passenger rail authority poised for boost from Tester transportation amendment |url=https://missoulacurrent.com/business/2021/06/passenger-rail-amendment/ |access-date=July 27, 2021 |work=Missoula Current |date=June 23, 2021}}</ref><ref>{{cite news |last1=Kidston |first1=Martin |title=Pending federal passenger rail study likely to include southern Montana route |url=https://missoulacurrent.com/business/2022/02/passenger-rail-restoration/ |access-date=May 11, 2022 |work=Missoula Current |date=February 21, 2022}}</ref> The bill passed the [[United States Senate Committee on Commerce, Science, and Transportation|Senate Commerce Committee]] with bipartisan support,<ref>{{cite web |title=Key Policy Victories in Senate Rail Title |url=https://www.railpassengers.org/happening-now/news/blog/key-policy-victories-in-senate-rail-title/ |website=www.railpassengers.org |publisher=Rail Passengers Association |access-date=July 27, 2021 |language=en |date=June 16, 2021}}</ref><ref>{{cite news |last1=Luczak |first1=Marybeth |title=Senate Commerce Committee's Bipartisan $78B Surface Transportation Bill Advances |url=https://www.railwayage.com/news/senate-commerce-committees-bipartisan-78b-surface-transportation-bill-advances/ |access-date=July 27, 2021 |work=Railway Age |date=June 17, 2021}}</ref> and was later rolled into [[Presidency of Joe Biden|President Biden's]] [[Infrastructure Investment and Jobs Act]] (IIJA), which was passed into law in November 2021.<ref>{{cite web |title=What's in the Investment in Infrastructure and Jobs Act (IIJA)? |url=https://www.railpassengers.org/happening-now/news/blog/whats-in-the-investment-in-infrastructure-and-jobs-act-iija/ |website=www.railpassengers.org |publisher=Rail Passengers Association |access-date=November 11, 2021 |language=en |date=November 8, 2021}}</ref> The report must be delivered to Congress within two years.<ref>{{cite web |title=Infrastructure Investment and Jobs Act |url=https://www.congress.gov/117/bills/hr3684/BILLS-117hr3684enr.pdf |access-date=November 11, 2021 |pages=285–256}}</ref> The law also provides $2.4{{nbsp}}billion in new funds to Amtrak's long-distance route network.<ref>{{cite news |last1=Kidston |first1=Martin |title=Infrastructure bill boosts regional effort to restore passenger rail to southern MT |url=https://www.ktvh.com/news/montana-news/infrastructure-bill-boosts-regional-effort-to-restore-passenger-rail-to-southern-mt |access-date=November 16, 2021 |work=KTVH |date=November 10, 2021 |language=en}}</ref>
== Motive power ==
In the diesel era, the ''South Wind'' was originally powered by PRR engines. Later, when a second train set was added, the train was typically headed by the E-units of the PRR on one set, and ACL on the other set. Though the train used the L&N for a significant portion of its run, a run-through agreement between the PRR and ACL provided that L&N units were only used in emergencies.


⚫
On October{{nbsp}}28, 2022, the [[Federal Railroad Administration|FRA]] announced the beginning of the [[Amtrak Daily Long-Distance Service Study]] as required by the IIJA. Its purpose is to evaluate the restoration and addition of discontinued and new long-distance passenger services, as well as the upgrading of tri-weekly long-distance services (the ''[[Sunset Limited]]'' and the ''[[Cardinal (train)|Cardinal]]'') to daily operation. The criteria for either restoring or creating new long-distance routes are that they connect large and small communities as part of a "regional rail network", provide economic and social well-being for rural areas, provide "enhanced connectivity" for the existing long-distance passenger trains, and reflect the support and engagement of the locals and region for restored long-distance passenger service.<ref>{{cite web |title=Amtrak Daily Long-Distance Service Study |url=https://fralongdistancerailstudy.org/ |website=fralongdistancerailstudy.org |access-date=November 1, 2022}}</ref> These criteria include the ''Floridian'', among other trains. The study will take place through 2023, and will engage with stakeholders, the rail companies, and communities as it "evaluates how to better connect people with long-distance rail services".<ref>{{cite web |title=FRA launches passenger long-distance study site |url=https://www.trains.com/trn/news-reviews/news-wire/fra-launches-passenger-long-distance-study-site/ |website=Trains.com |access-date=November 1, 2022}}</ref>
Soon after the Central of Georgia (CofG) took delivery of [[EMD E8|E8]]s 811 and 812, they were sent to Chicago and repainted in IC colors, returning to the CofG only on diesel run-throughs of IC power. They were used on the IC system. As a result, the IC supplied power to the ''City of Miami'' from Chicago to Miami and in the mid-1960s on the ''[[Seminole_(train)|Seminole]]'' between Chicago and Columbus, Georgia. These engines were returned to the CofG after Amtrak came into being, but were retired from service.


A new Chicago–Miami train, also called {{lnl|Amtrak|Floridian}}, began service in November 2024. It is a temporary merger of the {{lnl|Amtrak|Capitol Limited}} and {{lnl|Amtrak|Silver Star}} and operates via Washington D.C. rather than the previous ''Floridian'' routing.<ref>{{Cite press release |last=Woods |first=Kimberly |date=September 23, 2024 |title=Amtrak Launching the Floridian, with Daily Service Between Chicago and Miami |url=https://media.amtrak.com/2024/09/amtrak-launching-the-floridian-with-daily-service-between-chicago-and-miami/ |publisher=Amtrak}}</ref>
The ''Dixie Flagler'' was originally steam powered with each railroad supplying their own power. Some had specifically designated streamlined engines.


== References ==
== References ==
Line 98: Line 96:


== External links ==
== External links ==
*{{commonscat-inline|Floridian}}
*{{commons category-inline}}
*[http://thomas.loc.gov/cgi-bin/query/z?c103:H.R.1090.IH: Floridian Passenger Rail Service Reestablishment Act of 1993 (failed Congressional bill)]{{Dead link|date=August 2021 |bot=InternetArchiveBot |fix-attempted=yes }}
*[http://thomas.loc.gov/cgi-bin/query/z?c103:H.R.1090.IH: Floridian Passenger Rail Service Reestablishment Act of 1993 (failed Congressional bill)]{{Dead link|date=August 2021 |bot=InternetArchiveBot |fix-attempted=yes }}
*[http://www.timetables.org/full.php?group=19790729&item=0041 1979 timetable]
*[http://www.timetables.org/full.php?group=19790729&item=0041 1979 timetable]

Latest revision as of 17:53, 25 November 2024

For the current Amtrak train of the same name, see Floridian (train).
Floridian
The Floridian at Winter Park in 1973
Overview
Service typeInter-city rail
StatusDiscontinued
LocaleEastern United States
PredecessorSouth Wind
First serviceNovember 14, 1971
Last serviceOctober 9, 1979
Former operator(s)Amtrak
Route
TerminiChicago, Illinois
St. Petersburg, Florida
Miami, Florida
Stops32
Distance travelled1,597 miles (2,570 km) (Miami)
1,481 miles (2,383 km) (St. Petersburg)
Average journey time38 hours 40 minutes (Miami)
38 hours 33 minutes (St. Petersburg)
Service frequencyDaily
Train number(s)56, 57
On-board services
Class(es)Sleeping cars and reserved coach
Catering facilitiesDining car and café-lounge car
Observation facilitiesDome cars
Baggage facilitiesBaggage car
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm)
Track owner(s)Louisville and Nashville Railroad
Seaboard Coast Line Railroad
Route map
Legend
0 mi
 Chicago
Chicago–Central Station
Pre-1972 route
 ‹See TfM›Homewood
Kankakee
Illinois
Indiana
Pre-1975 route
 Logansport
118 mi
190 km
 Lafayette
Indianapolis
221 mi
356 km
 Bloomington
Indiana
Kentucky
 Louisville Union Station
330 mi
531 km
 Louisville Auto-Train
438 mi
705 km
 Bowling Green
Kentucky
Tennessee
511 mi
822 km
 Nashville
Tennessee
Alabama
629 mi
1012 km
 Decatur
713 mi
1147 km
 Birmingham
810 mi
1304 km
 Montgomery
928 mi
1493 km
 Dothan
Alabama
Georgia
1020 mi
1642 km
 Thomasville
1062 mi
1709 km
 Valdosta
1122 mi
1806 km
 Waycross
Georgia
Florida
1193 mi
1920 km
 Jacksonville
1251 mi
2013 km
 Waldo
1297 mi
2087 km
 Ocala
1323 mi
2129 km
 Wildwood
1303 mi
2097 km
 DeLand
1319 mi
2123 km
 Sanford
1336 mi
2150 km
 Winter Park
1341 mi
2158 km
 Orlando
1359 mi
2187 km
 Kissimmee
Poinciana
1974–1975
Pre-1973 divide at Orlando
1402 mi
2256 km
 Lakeland
1433 mi
2306 km
 Tampa
1456 mi
2343 km
 Clearwater
1480 mi
2382 km
 St. Petersburg
1388 mi
2234 km
 Winter Haven
1429 mi
2300 km
 Sebring
1531 mi
2464 km
 West Palm Beach
1549 mi
2493 km
 Delray Beach
1560 mi
2511 km
 Deerfield Beach
1574 mi
2533 km
 Fort Lauderdale
1581 mi
2544 km
 Hollywood
1601 mi
2577 km
 Miami
Miami (SAL)
until 1978
This diagram:

The Floridian was a train operated by Amtrak from 1971 to 1979 that ran between Chicago and Florida, with two branches south of Jacksonville terminating at Miami and St. Petersburg. For its Nashville to Montgomery segment, its route followed that of several former Louisville & Nashville Railroad (L&N) passenger trains, including the Pan-American and the Humming Bird (Cincinnati–Louisville–New Orleans). Originating in Chicago, the train served Lafayette and Bloomington, Indiana; Louisville and Bowling Green, Kentucky; Nashville, Tennessee; Decatur, Birmingham, Montgomery and Dothan, Alabama; and Thomasville, Valdosta and Waycross, Georgia.

The Floridian was notorious for lackluster on-time performance, owing to poor track conditions and the poor condition of the equipment it inherited from railroads previously operating on the route. The train used the lines of L&N (including the former Monon Railroad in Indiana, which merged into the L&N shortly after the formation of Amtrak), and Seaboard Coast Line. All are now part of CSX Transportation; some parts of the former route have since been abandoned by CSX.

Amtrak discontinued the Floridian in October 1979, leaving Louisville and Nashville without passenger train service, two of the largest such cities in the nation to have this distinction. (Louisville briefly regained Amtrak service with the Kentucky Cardinal, which operated 1999–2003.) The train was also the very last of a number of long-distance trains that ran between Chicago and Miami for much of the 20th century. Previous trains, on different route configurations between those endpoints, passing through different cities on their respective routes, included City of Miami, Dixie Flagler and South Wind.

A new Chicago–Miami train, also called Floridian, began service in November 2024 on a different routing as a temporary merger of the Capitol Limited and Silver Star.

History

[edit]

Pre-Amtrak

[edit]
Main article: South Wind (passenger train)

The Floridian as conceived by Amtrak was a successor of the Pennsylvania Railroad's (PRR) South Wind, which operated over PRR track from Chicago to Louisville via Logansport and Indianapolis, Indiana; then L&N from Louisville to Montgomery, Alabama; the Atlantic Coast Line (ACL) from Montgomery via Waycross to Jacksonville; and then either the Florida East Coast Railway (FEC) to Miami or the Atlantic Coast Line to St. Petersburg.[1]: 79–80 

Amtrak

[edit]

Amtrak retained the South Wind as a through daily Chicago–Miami train. However, the train was rerouted away from Logansport to the James Whitcomb Riley route via Indianapolis, changing its northern terminus to Chicago's Central Station (owned by Illinois Central Railroad [IC]), which it shared with the Panama Limited) until that facility was vacated later in favor of consolidating all Amtrak services at Chicago's Union Station. The Floridian began using Union Station on January 23, 1972.[1]: 82 

The southbound St. Petersburg section of the Floridian at Clearwater in 1979

Amtrak also began serving the west coast of Florida by splitting the now-daily South Wind into St. Petersburg and Miami sections. The train split at Auburndale, with one section continuing to Miami and another going to St. Petersburg via Tampa. On November 14, the South Wind was reconfigured as the Floridian. The St. Petersburg and Miami sections were retained, but the split now occurred in Orlando, with the St. Petersburg section serving Tampa and the Miami section serving Winter Haven.[2] The split was moved further north to Jacksonville by the implementation of the April 1973 timetable.[3]

On paper, the new Floridian should have been a success. It ran through several major Midwestern and Southern cities (Chicago, Louisville, Nashville, Birmingham) en route to Florida, and its predecessor had existed for over three decades. As well as Chicago–Florida passengers, the Floridian carried significant intra-Florida traffic as well as short-distance passengers on the L&N portion.[4]

However, it was fraught with problems. It had to contend with deteriorating Penn Central (PC)/ex-New York Central (NYC) track in Illinois, Indiana and Kentucky, which resulted in occasional use of MoPac (former Chicago & Eastern Illinois) and L&N (former Chicago, Indianapolis & Louisville: Monon) routes north of Louisville.[5] In January 1977, the Floridian was cancelled for two weeks due to severe winter weather in Chicago.[6] Two other long-distance Penn Central trains retained by Amtrak, the National Limited (successor to another PRR mainstay, the Spirit of St. Louis) and the James Whitcomb Riley, were plagued by similar problems.

During Amtrak's tenure, it continued to utilize E-units from many railroads before replacing them with then-new EMD SDP40F locomotives which began arriving in the mid-1970s. Unfortunately, these engines had a tendency to derail, especially on rickety PC trackage. The train suffered terrible delays and frequent derailments, including one at 10 miles per hour (16 km/h). The consists remained steam-heated, and never received Head-End Power (HEP) equipment.

The Floridian was briefly combined with the Auto-Train Corporation's Louisville, Kentucky–Sanford, Florida Auto-Train service in the mid-1970s. The success with the original Lorton, Virginia–Sanford Auto-Train did not replicate itself on the Louisville–Sanford run, in part due to the severe delays on the Floridian, and the Louisville–Sanford Auto-Train was suspended indefinitely a few years before Auto-Train Corporation itself finally succumbed to financial difficulties in April 1981. As part of this move Amtrak stopped serving Union Station in Louisville on November 1, 1976, instead using Auto-Train Corp's station near Louisville International Airport. This continued until the Floridian's discontinuance.[1]: 221 

In 1979, the United States Department of Transportation compiled a report that recommended the reduction of services on several routes that did not meet a metric for cost coverage. Per this report, the Carter administration required all Amtrak routes to meet a minimum cost/farebox ratio or face discontinuance. Unfortunately, the aforementioned track issues and delays resulted in a steep decline in ridership for the Floridian. It made its last run on October 9, 1979, and was shuttered along with the National Limited, North Coast Hiawatha, Lone Star, and Champion, thus rolling back some of the key parts of the Amtrak system and also alleviating some of the losses it had incurred since its May 1, 1971, founding.

Proposed restoration

[edit]

There has been no concrete effort to re-establish direct Chicago–Miami service, either on the route of the South Wind/Floridian or on that of its partners the City of Miami and Dixie Flagler. During the early 2000s, Amtrak extended the Kentucky Cardinal to a re-opened Louisville Union Station, then discontinued the train again.

In the 2000s, Nashville residents proposed restoring train service to the city.[7] However, in 2007 Tennessee state officials said resumption of service was unlikely, since federal funds were unavailable. Officials also stated that there was insufficient demand to justify restoring rail service at the time.[7]

In June 2021, Senator Jon Tester (D-Montana) added an amendment to the Surface Transportation Investment Act of 2021 which requires the Department of Transportation (not Amtrak itself) to evaluate the restoration of discontinued long-distance routes, such as the Floridian.[8][9] The bill passed the Senate Commerce Committee with bipartisan support,[10][11] and was later rolled into President Biden's Infrastructure Investment and Jobs Act (IIJA), which was passed into law in November 2021.[12] The report must be delivered to Congress within two years.[13] The law also provides $2.4 billion in new funds to Amtrak's long-distance route network.[14]

On October 28, 2022, the FRA announced the beginning of the Amtrak Daily Long-Distance Service Study as required by the IIJA. Its purpose is to evaluate the restoration and addition of discontinued and new long-distance passenger services, as well as the upgrading of tri-weekly long-distance services (the Sunset Limited and the Cardinal) to daily operation. The criteria for either restoring or creating new long-distance routes are that they connect large and small communities as part of a "regional rail network", provide economic and social well-being for rural areas, provide "enhanced connectivity" for the existing long-distance passenger trains, and reflect the support and engagement of the locals and region for restored long-distance passenger service.[15] These criteria include the Floridian, among other trains. The study will take place through 2023, and will engage with stakeholders, the rail companies, and communities as it "evaluates how to better connect people with long-distance rail services".[16]

A new Chicago–Miami train, also called Floridian, began service in November 2024. It is a temporary merger of the Capitol Limited and Silver Star and operates via Washington D.C. rather than the previous Floridian routing.[17]

References

[edit]
  1. ^ a b c Sanders, Craig (2006). Amtrak in the Heartland. Bloomington, Indiana: Indiana University Press. ISBN 978-0-253-34705-3.
  2. ^ "Nationwide Schedules of Intercity Passenger Service". Amtrak. January 16, 1972. p. 67. Retrieved August 2, 2023.
  3. ^ "All-America Schedules". Amtrak. April 29, 1973. p. 34. Retrieved August 2, 2023.
  4. ^ Ingles, J. David (July 1974). "Amtrak South". Trains. Vol. 34, no. 9. pp. 32–34.
  5. ^ Brian, Brian (August 1, 2023). "Amtrak Floridian service remembered". Classic Trains. Retrieved August 2, 2023.
  6. ^ "Amtrak Floridian Back In Service". Ocala Star-Banner. February 3, 1977. p. 6. Retrieved November 22, 2013.
  7. ^ a b Howard, Kate (July 2, 2007). "Fans of rail want Amtrak here; Nashville not ready to support train service, state says". The Tennessean. Retrieved October 30, 2012.
  8. ^ Kidston, Martin (June 23, 2021). "Montana's passenger rail authority poised for boost from Tester transportation amendment". Missoula Current. Retrieved July 27, 2021.
  9. ^ Kidston, Martin (February 21, 2022). "Pending federal passenger rail study likely to include southern Montana route". Missoula Current. Retrieved May 11, 2022.
  10. ^ "Key Policy Victories in Senate Rail Title". www.railpassengers.org. Rail Passengers Association. June 16, 2021. Retrieved July 27, 2021.
  11. ^ Luczak, Marybeth (June 17, 2021). "Senate Commerce Committee's Bipartisan $78B Surface Transportation Bill Advances". Railway Age. Retrieved July 27, 2021.
  12. ^ "What's in the Investment in Infrastructure and Jobs Act (IIJA)?". www.railpassengers.org. Rail Passengers Association. November 8, 2021. Retrieved November 11, 2021.
  13. ^ "Infrastructure Investment and Jobs Act" (PDF). pp. 285–256. Retrieved November 11, 2021.
  14. ^ Kidston, Martin (November 10, 2021). "Infrastructure bill boosts regional effort to restore passenger rail to southern MT". KTVH. Retrieved November 16, 2021.
  15. ^ "Amtrak Daily Long-Distance Service Study". fralongdistancerailstudy.org. Retrieved November 1, 2022.
  16. ^ "FRA launches passenger long-distance study site". Trains.com. Retrieved November 1, 2022.
  17. ^ Woods, Kimberly (September 23, 2024). "Amtrak Launching the Floridian, with Daily Service Between Chicago and Miami" (Press release). Amtrak.
[edit]
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