Posts Tagged ‘Amtrak’s Cardinal’

Viewliner II Diner Has Yet to be Assigned to the Cardinal

October 13, 2019

Amtrak has yet to assign a Viewliner II dining car to the Cardinal although it indicated that it had planned to do so effective Oct. 1.

The Chicago-New York train received the flexible dining service on that date, but sleeping car passengers are being served in half of an Amfleet food service car rather than in a Viewliner II diner as is the case with other eastern overnight trains.

Amtrak’s new vice president for long distance services, Larry Chestler, told Trains magazine that the Viewliner II diner won’t be assigned to Nos. 50 and 51 “for the time being.”

Chestler said the Amfleet II lounge cars because used on the train, “are the most suitable for this service given the configuration of the cars and the Cardinal’s passenger volume.”

He probably was referring to the fact the Cardinal is assigned just one Viewliner sleeping car and that the onboard crew uses a portion of its rooms.

Amtrak has said that it has not assigned a second sleeper to the Cardinal because it has yet to repair a Viewliner sleeping car that was damaged in the February 2018 collision of the Silver Star and a CSX freight train.

At present, Amtrak has only one of 25 Viewliner II sleeping cars on its active roster. Those cars feature a different room configuration than Viewliner I sleepers.

Sleeper space aboard the Cardinal can be hard to book with rooms often selling out weeks and sometimes months in advance.

The Cardinal operates tri-weekly via Indianapolis and Cincinnati and uses two equipment sets.

Trains, Planes and Automobiles: Remembering a Circle Trip to Ride 2 Last Runs of Amtrak Trains 40 Years Ago

September 30, 2019

The last westbound National Limited sits in Indianapolis Union Station on Oct. 1, 1979. Amtrak would be absent from Indy for nearly a year before the Hoosier State began service to Chicago.

Forty years ago I found myself driving through the early Saturday morning darkness on Interstate 57 in east central Illinois on the first leg of a three-day adventure during which I would ride two Amtrak trains set to be discontinued the following Monday.

By the time I returned home on the afternoon of Oct. 1, 1979, I had been aboard four Amtrak trains, flown on two airlines and ridden Greyhound. It was an experience unlike any other I’d experienced before or since.

The logistics were complicated. On this Saturday morning, I drove 29 miles to leave my car at the Effingham Amtrak station, walked a couple blocks to the bus station, rode Greyhound for 79 miles to Champaign, walked another few blocks to the Amtrak station, and rode the Illini 129 miles to Chicago Union Station.

In Chicago I caught the eastbound Cardinal, disembarking just before 10 p.m. at Catlettsburg, Kentucky, to be in position to board the last eastbound trip of the Hilltopper when it left at 6:33 a.m. on Sunday.

I got off the Hilltopper in Richmond, Virginia, took a cab to the airport and flew to Indianapolis via a connection in Atlanta to be in position to ride the last westbound National Limited on Monday morning from Indy to Effingham.

What happened on the last weekend in September 1979 was the culmination of a political battle in Washington that had been going on for at least four years and ended in the discontinuance of six long-distance trains, the Floridian, National Limited, North Coast Hiawatha, Hilltopper, Lone Star and Champion.

There would have been more trains killed but for a political free-for-all that saw influential members of Congress conspire to save trains serving their districts or states.

It was a bloodletting the likes of which Amtrak had never seen in its then eight-year history.

The drive to Effingham, the bus ride to Champaign and the train ride to Chicago were routine.

My time aboard the Cardinal would be my first experience trip in a recently refurbished Heritage Fleet coach.

I wasn’t sure what to make of it because its earth tone interior colors were quite a departure from the cool blue shades of Amtrak’s early years.

I struck up a conversation with a guy in my coach as we trundled across Indiana.

He was an enthusiastic train travel advocate who said he took Amtrak every chance he got, including for business trips.

That latter comment struck me at the time as being odd though I rode Amtrak often myself. Maybe it was the fact that he was so open about his love of trains that struck me as unusual. I had never met such an unabashed passenger train fan.

Peru, Indiana, was a crew change stop and I opened a vestibule window to take a look outside.

The inbound conductor, who moments earlier had been a jovial sort, pointed at me and sternly said, “close that vestibule window.”

I might have gotten off to walk around in Cincinnati, and likely ate lunch and dinner aboard No. 50, but those meals were not memorable.

I was one of the few passengers to get off in Catlettsburg where I had seven and half hours to kill in a small 1970s era modular train station.

I passed some of the time talking with the Amtrak agent and two other guys who were spending part of the night in the depot waiting to board the last Hilltopper.

One of them, and maybe both, worked for Amtrak at the Washington headquarters.

The guy I talked with the most wouldn’t be specific about what he did for the passenger carrier.

The Amtrak agent locked the doors to the station because he didn’t want people wandering in off the street. It apparently wasn’t the greatest neighborhood.

At the insistence of the guy who worked in Amtrak headquarters, the station agent pulled the Hilltopper name and arrival and departure times from the train bulletin board as we made photographs.

At least I thought I made photos. I’ve never found those slides. Maybe I just watched.

The Hilltopper is widely remembered as a “political train” that existed because of the political clout of West Virginia Senator Robert Byrd.

It was lightly patronized and lampooned as beginning and ending in the middle of nowhere. There was some truth to that.

The equipment, F40PH No. 278, an Amfleet coach and an Amfleet café car, arrived from the Chesapeake & Ohio yard in nearby Russell, Kentucky, to the west of Cattlettsburg where it had been serviced overnight.

Few people boarded. The conductor was not wearing an Amtrak uniform and told us to give our tickets to the next crew.

The Hilltopper originated on the Chessie System, but at Kenovah, West Virginia, about three miles to the east, it was handed off to the Norfolk & Western.

The two guys I’d met at the Catlettsburg station sat behind me and talked about Amtrak funding and economic theory, which suggested they might work in finance. It was not the typical conversation that you overhear aboard Amtrak.

For the first hour the Hilltopper lived up to its reputation. But then the nearly empty Amfleet coach began filling with passengers.

A woman who sat down next to me sat she was eating breakfast at a local restaurant when someone said Amtrak was making it last trip today.

She and several others went to the station to ride the train, probably for the first time.

They only rode to the next station and I didn’t record where she got on or off.

The Roanoke Chapter of the National Railway Historical Society had arranged for three of its passenger cars to be attached to the rear of the Hilltopper for a trip to Roanoke.

I didn’t record where those cars were added, but it might have been Williamson, West Virginia.

One of those cars was former Illinois Central observation car Mardi Gras.

I had brought along two cameras. My own camera was loaded with slide film while the other camera, which I used at the newspaper where I worked at the time, was loaded with Kodak Tri-X black and white negative film.

Much to my later chagrin, I never made a single image aboard the Cardinal or the Illini.

The Hilltopper continued to be near capacity as far east as Roanoke. Many of those who rode went a short distance to experience the last passenger train on the N&W.

One of the passengers I met was an N&W management trainee. He used his company ID car to get into the cab and ride between stations. I was envious.

Someone else mentioned that the conductor working east of Roanoke was making his last trip before retiring.

Not only would he retire, but his ticket punch would also be retired. I bought a ticket to Crewe, Virginia, to get a copy of his ticket punch on its last day of “revenue service.”

It was the sort of impulsive action that seemed like a good idea at the time.

Initially as he would announce an upcoming station that conductor would give a little history of that town. But that practice abruptly stopped. Maybe it was too painful for him.

Near Bedford, Virginia, No. 66 met the last No. 67. I was standing in the rear vestibule when the meet occurred with No. 67 having gone into a siding for us.

No. 67 had on the rear the open platform car My Old Kentucky Home.

Passengers aboard that car had been allowed to disembark to make photographs of the meet. It was raining and some had umbrellas.

I was the only passenger aboard No. 66 to photograph the meet from the vestibule. The rain and overcast conditions hindered the quality of those images.

At Petersburg the Hilltopper swung off the N&W and onto the Seaboard Coast Line route used by Amtrak’s New York-Florida trains.

I got off in Richmond, Virginia, and headed for the airport where I boarded an Eastern Airlines Boeing 727 bound for Atlanta with an intermediate stop at Raleigh-Durham, North Carolina.

In Atlanta I connected to a Delta Air Lines DC-9 for the flight to Indianapolis. It was the era when airlines had lower fares known as night coach.

I remember that flight as being smooth and kind of enjoyable.

I landed in Indianapolis after midnight and walked to a Holiday Inn on the airport grounds. At long last I was able to get a good night’s sleep.

The next morning I bought a copy of The Indianapolis Star which had on the front page a story about the last eastbound National Limited to depart Indy the night before two hours late.

Trains that originated on Sept. 30 would continue to their destination which is why the last National Limited through Indianapolis would be westbound.

No. 30 arrived 15 minutes early into Indianapolis Union Station. There was plenty of time before it would leave.

I walked around and made several photographs on black and white film.

As I stood near the head end of the train, I noticed a guy with a camera talking with the outbound engineer.

He identified himself as Dan Cupper, a reporter for a Harrisburg, Pennsylvania, newspaper who was on assignment to ride the last No. 31 to Kansas City.

Dan wanted to ride in the cab out of Indianapolis. I immediately pulled out my wallet, showed the engineer my press card from the Mattoon [Illinois] Journal Gazette and made a similar request.

Engineer Russell Smith Jr. thought about it for a few seconds and then said he’d let us ride as far west as Terre Haute.

We climbed up into the cab of F40PH No. 310 and awaited the highball to leave Indy. It would be my first Amtrak cab ride.

Fireman L.W. Reynolds was still on the platform when it was time to leave, but Smith said “this will get his attention.”

He turned a couple knobs on the back wall of the F40 and immediately the generator creating head end power kicked into high gear, making that screaming sound that many associate with an F40.

As the train began moving Reynolds was standing on the steps to the cab looking backward.

He later explained that a passenger had given him his camera and asked him to photograph from inside of the cab.

Reynolds said about the time the train began to move the passenger had handed the camera back to the passenger, “and he was running like hell” to get back onoard.”

Reynolds said he wasn’t sure if the passenger made it, but he made the photographs anyway.

Maybe it was because he had an audience or maybe it was because it was his last run as a passenger locomotive engineer, but Smith wanted to show off a little.

He had hired out on the Pennsylvania Railroad and pulled the throttle on a number of Pennsy trains out of Indianapolis, including the Jeffersonian.

The top speed on Conrail at the time west of Indianapolis was 70 miles per hour, but Smith often exceeded that, hitting 90 mph shortly after leaving Union Station.

He said was going to reach 100 mph. Somewhere out on the straight away on the old New York Central mainline Smith let ‘er rip.

The speed recorder rose aboard 90 mph. I had my camera ready for when it hit triple digits.

But about 3 mph short of 100 a safety device tripped, a warning siren came on and the brakes started setting up.

“What did you do?” the fireman asked before breaking into laughter. “Russell you run too fast.”

Smith said he thought he had disarmed the device back in Indianapolis, but he hadn’t. Once the train reached a pre-determined speed the safety device kicked in and No. 31 came to a halt.

All of the fast running meant that No. 31 would be arriving in Terre Haute a half hour in advance of its scheduled arrival time.

There were grade crossings by the Terre Haute station and Smith didn’t want to be blocking them for an extended time. So we loafed along at 45 mph into Terre Haute.

Dan and I thanked Smith for allowing us to ride with him and got down.

I found a seat in a mostly empty Amfleet coach and then went to the café car to get something for lunch.

There were three passengers eating in the cafe car when I arrived. None of the four coaches was close to being full and one was empty while another had just three passengers.

After the cab ride, the rest of the trip to Effingham in the coach seemed anticlimactic. In a story I would write for my newspaper I would describe the mood as routine but somber.

Conrail crews were out rebuilding the former PRR mainline west of Terre Haute and there were slow orders for the MOW gangs.

No. 31 had to wait for an eastbound freight train west of Marshall, Illinois.

That put us into Effingham at 2:03 p.m., seven minutes late.

I made a few more photographs as No. 31 departed for the final time.

The first railroad photograph I had ever made had been of No. 31 arriving in Effingham a couple hours late in January 1977. So there was sense of symmetry to the moment.

* * * * *

Although the National Limited, Hilltopper and Champion made their last trips as scheduled, court orders kept the Floridian, Lone Star and North Coast Hiawatha going for a few days before they succumbed.

Forty years later Amtrak might be in a similar position to where it was in 1979 as another battle plays out over the future of the long-distance trains.

Amtrak’s president, Richard Anderson, has been playing up how much money those trains lose and Amtrak management has spoken of transforming the network into a series of short-haul corridors linking urban centers.

Although the 1979 route cuts were implemented in a short period of time, the fight had been going on in Congress for at several years leading up to that.

We don’t know if there will come another weekend when a sizeable number of long-distance trains begin their last trips. But it remains a possibility.

If it does come about, I doubt that I’ll be making a grand circle trip to ride some of those last runs.

It’s also a sure bet that Amtrak won’t be allowing any private cars to be attached and removed in the middle of a run.

It is noteworthy that 1979 was the last year that Amtrak launched a long-distance train, the Desert Wind.

Although portions of the routes that lost service in 1979 regained it in subsequent years, once an Amtrak long-distance route is discontinued it doesn’t come back in the form in which it once existed.

The Roanoke NRHS Chapter added three of its passenger cars to the rear of the eastbound Hilltopper for part of its final trip. The cars are shown in Roanoke.

Amtrak conductor F. M. Thompson gets photographed from both sides as he works the last eastbound Hilltopper at Bluefield, West Virginia.

For its last day at least the Hilltopper has crowds of people waiting to board. This image was made of passengers waiting to board in Roanoke, Virginia.

It’s not a great photo, but it is historic. The westbound Hilltopper waited in a siding near Bedford, Virginia, for its eastbound counterpart to pass. This image was made from aboard the latter.

Locomotive engineer Russell Smith allowed myself and another reporter to ride in the cab of the last westbound National Limited from Indianapolis to Terre Haute, Indiana. He is shown just before the train departed Indianapolis.

The view of the former Big Four passenger station in Terre Haute, Indiana, as seen from an F40PH leading the last National Limited into town. Terre Haute has been without scheduled Amtrak service ever since this day.

The National Limited departs Effingham, Illinois, for the final time. Train No. 31 was the first Amtrak train that I ever photographed and that image was made in Effingham in January 1977.

Amtrak Takes Delivery of 2 More Viewliners

August 31, 2019

Amtrak took delivery this week of two more Viewliner II baggage-dorm cars from CAF USA this week, the Rail Passengers Association reported.

The delivery of Viewliner II sleeping cars is expected to get underway this fall.

Viewliner equipment is used on eastern long-distance trains, including the Lake Shore Limited, Cardinal, Crescent, Silver Meteor and Silver Star.

Delivery of the new equipment has been a long time coming and been delayed by production issues at CAF’s New York plant.

Huntington Station Park Lot To Reopen

August 29, 2019

Workers were repairing and restriping the lot, which forced passengers to walk two blocks from an alternative parking lot to the station.

During the construction, Amtrak encouraged patrons to make every effort to be dropped off and picked up at the station.

Huntington is served by the tri-weekly Chicago-New York Cardinal.

My, What a Big Nose You Had

August 17, 2019

Amtrak’s P30CH locomotives last operated on the Auto Train and Sunset Limited and have been gone for more than two decades.

There were just 25 of the units, all of them built in 1975 and 1976. Most of them were retired in 1992.

No. 707 was built in February 1976. It is shown in Cincinnati on April 14, 1978, leading the eastbound Cardinal.

As the blue flag indicates, this is a service stop and I meandered to the front of the train to get this snapshot.

The “Pooches” as some wags called them pulled a few long-distance trains and were for a time regulars on Midwest corridor trains using Illinois Central Gulf tracks.

They had what seemed to be unusually large noses. At the time they were the only General Electric diesels on the Amtrak roster.

Amtrak Eastern Long-Distance Trains to Get ‘Contemporary Dining” Service Effective Oct. 1

August 12, 2019

An internal Amtrak memo that was posted on Train Orders.com had confirmed that all eastern long-distance trains except the Silver Star will adopt the “contemporary dining” model effective Oct. 1.

Full-service dining will be removed from the New York-New Orleans Crescent and New York-Miami Silver Meteor.

The Silver Star is an exception because it does not provide meal service to sleeping car passengers as part of their fare.

The Chicago-New York Cardinal will gain a Viewliner dining car that will serve as a sleeper class lounge car in the same manner as is done on the Chicago-New York Lake Shore Limited.

Although the Cardinal has not had meals prepared on board for several years, it did have a more expansive menu than the Lake Shore or Capitol Limited had after both switched to the contemporary dining model last year.

The net effect of the changes is to standardize food and beverage service on eastern long distance trains while reducing the number of on-board employees assigned to the Crescent and Silver Meteor.

The Cardinal and the Chicago-New Orleans City of New Orleans will not have a net loss of on-board jobs, but two of the positions will be reclassified as lead service attendants.

The Crescent will see a reduction of 16 positions while the Silver Meteor will lose 14 positions.

The Amtrak memo said onboard meal preparation will be replaced by a small variety of ready to serve meals that will be included in the sleeper class fare and delivered to the train just prior to origination.

All eastern long-distance trains will have two food service cars, one of which is reserved for the exclusive use of sleeper class passengers. The other is a café car open to all passengers.

Sleeping car attendants will, upon request, continue to deliver meals to passengers in their rooms.

Amtrak also plans to continue the practice of the sleeping car attendant asking passengers shortly after boarding their preferred dining times and giving reservations in 15-minute increments.

The lunch and dinner offerings on all trains will include Asian noodle bowl, red wine braised beef, chicken fettuccini with broccoli, and Creole shrimp and andouille. Dessert is available upon request.

Breakfast is described as a deluxe continental breakfast that includes muffins, yogurt, fresh fruit, hard boiled eggs, cereal, oatmeal and breakfast sandwich.

Sleeper class passengers and business class passengers will each receive one complimentary alcoholic beverage and unlimited soft drinks.

Business class, which is available only on the Cardinal, does not include meals.

The consist of the Cardinal will be one Viewliner baggage car, three Amfleet II coaches, one Viewliner sleeper , one Viewliner sleeper-lounge,  and an Amfleet I café-lounge with 18 business class seats, Amfleet café module and 24 booth seats.

The A end of the café car pointed toward the coaches to reduce foot traffic through the business class section.

The Cardinal onboard crew will continue to be based in New York.

The City of New Orleans will have consist of Superliner equipment, including  two coaches, a baggage-coach, a Cross Country Café that will serve as the sleeper class lounge, a Sightseer lounge that will serve as the café car for the entire train and a transition sleeper.

The Crescent and Silver Meteor will have similar consists of three Amfleet II coaches, one Amfleet diner lite car that will serve as the café car, a Viewliner dining car that will serve as the sleeper class lounge and a Viewliner baggage car. The Crescent will have two sleeping cars while the Silver Meteor will have three.

The assignments mean that Amtrak will have in revenue service at any given time 13 Viewliner dining cars of the 25 that is owns.

The memo also detailed the plans for changes in Auto Train food and beverage service in January 2020.

Complimentary breakfast and dinner for coach passengers will be eliminated in favor of an expanded café car menu sold through a Cross Country Café.

The Amtrak memo said the café car will provide “a festive environment during the trip,” although it is not clear what this is supposed to mean.

Food trucks will be selling meals at the stations in Lorton, Virginia, and Sanford, Florida.

Effective Oct. 1, one coach will be replaced by a sleeping car with additional sleeping cars being assigned during peak travel periods.

Food service for sleeper class will be provided by seasonal menus with variety of entrée selections for breakfast, lunch and dinner.

There will be a selection of cocktails, beer and wine to go with coffee and soft drinks. Amtrak said that a wine service is also being introduced for sleeper class passengers aboard the Auto Train.

The changes in onboard service aboard the Auto Train will result in 25 onboard service positions being eliminated.

Amtrak Spokesman: We May have Underestimated Difficulty of Keeping State Funding of Hoosier State

July 6, 2019

An Amtrak spokesman acknowledged in an interview with Indiana Public Media that the passenger carrier may have underestimated how difficult it would be to convince Indiana lawmakers to continue funding the Chicago-Indianapolis Hoosier State.

“People don’t understand how this works, because culturally the Cardinal comes through there [Indianapolis] late at night or early in the morning, [and] people don’t see it. People don’t have a picture of how this works,” said Amtrak’s Marc Magliari.

In the interview, Magliari said Indiana gave up on the Hoosier State before it had a chance to be successful.

The Hoosier State ran for the final time on June 30 after the state legislature declined to continue its $3 million annual funding of the train, which operated four days a week on days that the Chicago-New York Cardinal did not operate.

Magliari drew a comparison between the Hoosier State and the Chicago-Grand Rapids, Michigan, Pere Marquette, which is funded by the Michigan Department of Transportation.

He said the Hoosier State and Pere Marquette routes are the approximate same distance of 181 miles.

“We have the same seat size on the Pere Marquette that you saw on the Hoosier Line, the same food service that you saw on the Hoosier Line, is on the Pere Marquette, and the same Wi-Fi,” Magliari said.

He said Michigan as a state is reaping the benefits of a long term investment in rail.

“No matter how wide you make the highway, it will probably get filled up,” Magliari said. “It’s cheaper to put money into rails than it is highway, rail improvements can last 10 or 20 years, you can see how long it takes for pavement to wear out.”

MDOT spent spent $4 million on the Pere Marquette in fiscal year 2019.
Michigan officials told Indiana Public Media that the state funding of the Pere Marquette equals about $41 per passenger per year, but they make some of that money back through ticket sales and concessions.

Indiana Public Media operates TV station WTIU and FM station WFIU, both based in Bloomington.

Penn Station Work Disrupts Schedules

July 2, 2019

During the period Northeast Regional Trains 110 and 127 will be cancelled. while Keystone Train 640 will terminate in Newark and Train 643 will originate in Newark.

The Cardinal No. 51 will depart New York early on weekdays only while the Maple Leaf Train 63 and Adirondack Train 69 will run as a combination train on Train 63’s schedule. The trains will split at Albany-Rensselaer, New York.

Specific schedule changes include:

Train 51 will depart New York 35 minutes earlier than scheduled, at 6:10 a.m., and will resume normal schedule at Philadelphia.

Trains 63 and 69 will run on their separate, regularly scheduled times on weekends and July 4. Train 63 will depart Albany 20 minutes later than scheduled on weekdays and 25 minutes later than scheduled from Niagara Falls. Train 69 will depart at the scheduled time from Albany on weekdays

Federal Grant to Help Rebuild Chicago Junction

June 13, 2019

A busy and often congested Chicago railroad junction used by Amtrak will get an upgrade with the help of federal funding.

The Federal Railroad Administration has awarded a $19.2 million CRISI grant to the Chicago Region Environment and Transportation Efficiency program to reconfigure Dolton Junction interlocking in Dolton and Riverdale, Illinois.
The interlocking is used by more than 100 freight and passenger trains of CSX, Norfolk Southern, Canadian National, Union Pacific and the Indiana Harbor Belt.

The work will involve upgrading and reconfiguring the connections, including the replacement of a NS connection between the CSX and IHB lines.

A third mainline will be built to provide direct access from CSX and Barr Yard to the UP mainline.

Crossovers will be built between two IHB mainlines, the connection between IHB and UP will be upgraded and remote control will be installed to automate Dolton Tower.

The project extends from 136th Place in Riverdale on the north to Monroe Street in Dolton on the south, and from Eggleston Avenue on the west to Center Street on the east.

Amtrak trains using the junction include the Cardinal and the soon to be discontinued Hoosier State.

CREATE said the work once completed will raise freight train speeds on multiple routes from 15 mph to 30 mph.

That will mean less potential for Amtrak trains to be delayed passing through the interlocking.

OurBus to Seek to Fill Gap Left by Hoosier State Demise

May 28, 2019

A New York-based bus line will seek to fill the void being left when Amtrak’s Hoosier State is discontinued on July 1 between Chicago and Indianapolis.

OurBus announced that it will operate service between the two cities for two months on a trial basis to test the market.

The company might face some stiff competition as Greyhound has eight roundtrips daily between Chicago and Indianapolis while Megabus has six roundtrips.

“We know the train is being taken away,” said OurBus co-founder Alxel Hellman. “We think it means there are a lot of people who are looking for a new transportation option. The routes can go wherever they need to be.”

OurBus plans to lease buses from Gold Shield Transportation in Indianapolis. The buses will have reclining seats and WiFi.

Hellman described them as “high-end buses” that are typically chartered for business conferences or traveling sports teams.

The OurBus service will initially only serve Chicago and Indianapolis, but Hellman said if 100 or more people express interest in a stop by going to the company’s website the service will add it to the schedule.

The Hoosier State, which operates quad-weekly on days that Amtrak’s Chicago-New York Cardinal does not operate, serves intermediate stations in Indiana at Crawfordsville, Lafayette, Rensselaer and Dyer.

The initial fare will be $10 but increase to between $20 and $40.

Although schedules and boarding sites are still being worked out, OurBus said the daily roundtrip will leave Indy in the morning and Chicago in the evening, similar to the current schedule of the Hoosier State.

OurBus has 15 regular routes, mostly in the Northeast and Southeast. This would be the company’s first route in the Midwest.

Hellman said his company, which was founded in 2016, is different from other bus lines because it can quickly adapt to changing needs.

He said OurBus also can offer flexible routes that only run some days of the year to serve, for example, college students returning home to campus before or after semester breaks.