‘Borealis’ Points Way for Future Amtrak Growth

Second Train Between Chicago and St. Paul Carried 100,000 Passengers in First Five Months

Second westbound run of Amtrak’s “Borealis” arrives in Red Wing, MN. Photo Jerry Huddleston from Hampton, Minnesota, US - Amtrak 69, Red Wing, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=148755390

A little more than five months ago Amtrak launched a new train between Chicago and St. Paul, MN. Named “Borealis,” which means north in Latin, the train has already carried more than 100,000 passengers and will soon pass its first-year target of 125,000 – 135,000 riders.

The train’s success is generating calls for extra cars, extending the route into North Dakota, and starting additional passenger services in Wisconsin and Minnesota. It could serve as a model other long-distance routes served by just one train a day and give Amtrak with a replicable low-cost growth strategy.

Borealis is getting something rarely enjoyed by Amtrak services – good buzz. Even my cousin, who lives in Mendota Heights and is a diehard air traveler, wants to try it.

The train provides a second frequency between the Twin Cities and Chicago for the first time since 1981. The other train on this route is the “Empire Builder,” which runs to/from Seattle and Portland. “Borealis” leaves Chicago three hours before the westbound “Empire Builder” and departs St. Paul three hours after the eastbound.

This schedule gives Amtrak patrons greater flexibility in planning their trips. “Borealis’” friendlier St. Paul departure and arrival times attract patrons who otherwise would probably drive.

Four Horizon coaches and an Amfleet I café car with a business class section comprise the consist. Near term, the train will not include Amtrak’s new Venture coaches built by Siemens. Unlike the “Empire Builder,” It does not carry sleeping cars, a dining car, or a Sightseer lounge car.

However, “Borealis” is more likely to reach its destination on time since it faces less freight train interference. In addition, the train is scheduled to make the 411-mile run in seven hours and 24 minutes, 27 minutes faster than the “Empire Builder.” Even with 11 intermediate stops its average end-to-end speed is a respectable of 55.5 miles per hour, which is competitive with driving.

Adding a new train to a route risks cannibalizing the older one. No doubt some “Borealis” passengers used to take the “Empire Builder.” However, the combined passenger counts for the two trains are higher. Some people take “Borealis” one way and return on the “Empire Builder” and vice versa. Also, the second train frees up coach capacity for long-distance passengers continuing past St. Paul.

Historically, the Chicago – Twin Cities corridor was one of the fastest and most competitive rail markets in the country. No less than three railroads vied for passengers. Trains with names like the “Twin Cities 400,” “Morning Zephyr,” and “Afternoon Hiawatha” carried parlor cars, dining cars, lounges, dome cars, and observation cars, in addition to reclining seat coaches.

When Amtrak started up May 1, 1971, it eliminated all trains between Chicago and the Twin Cities except the “Empire Builder.” A second frequency began the following month with the tri-weekly “North Coast Hiawatha,” which ran to Seattle via southern Montana until October 1979. Also, the “North Star,” introduced in May 1978, operated overnight between Chicago and Duluth, MN, via St. Paul. In April 1981 the service was cut back to a St. Paul – Duluth run that was discontinued in April 1985.

The states of Minnesota, Wisconsin, and Illinois, worked in partnership for more than a decade to get “Borealis” running. Startup costs ran $53 million, mainly for track station improvements, which is low compared with other services in development. Funding came from Minnesota ($10 million), Wisconsin ($7 million), Amtrak ($5 million), and the Federal Railroad Administration ($34 million).

Host railroad Canadian Pacific’s acquisition of Kansas City Southern played a role in accelerating the start of “Borealis.” Trains.com reported that in exchange for its support of the merger CPKC allowed Amtrak to launch the service before all capital improvements were completed.

Much of the federal grant came as a result of the Bipartisan Infrastructure Law of 2021, which authorizes $66 billion for Amtrak. “This is a success story, and thanks to the Bipartisan Infrastructure Law we are diligently working to offer new and expanded intercity passenger rail service like Borealis with our partners across the country.” said Amtrak CEO Stephen Gardner, who was on board the first “Borealis.”

The successful launch of “Borealis” is prompting calls for additional rail services in both Minnesota and Wisconsin. Jay Severance, a board member of All Aboard Minnesota, said the train’s popularity will make it easier for other rail service proposals to move forward.

In Minnesota these include the “Northern Lights Express” between the Twin Cities and Duluth,” and extending “Borealis” west across Minnesota to Moorhead, MN, and Fargo, ND, which anchor a metropolitan area with approximately 250,000 residents.

In Wisconsin, the Chippewa – St. Croix Rail Commission recently retained consultants for preliminary planning work for a new line between Eau Clair and the Twin Cities. The state is also investigating future services from Chicago and Milwaukee to Madison, Eau Clair, and Green Bay.

With the “Borealis” launch Amtrak now operates 29 corridor services outside the Northeast Corridor and has 18 partnerships with states, according to Gardner. Combined, these routes account for approximately half of its ridership.

State-supported corridors are a good business model for Amtrak since a third party, i.e. states, covers operating deficits from these trains. This means the railroad doesn’t have to go begging for Congress to cover their losses. With the Trump Administration and a Republican Congress out to cut spending wherever they can Amtrak is in a better posture.

However, many proposals in its “Amtrak Connects Us” strategic vision will probably never see the light of day. Additional services on existing Amtrak routes, such as the “Borealis,” stand a better chance. Because they run over lines already up to passenger standards and most of the needed infrastructure is already in place they will likely require less investment.

One such service is a second frequency between Harrisburg, PA, and Pittsburgh. An agreement reached in 2023 calls for the Pennsylvania Department of Transportation to pay Norfolk Southern $200 million for infrastructure and safety improvements along the route. Service is expected to begin in 2026. Since 2005, when Amtrak discontinued the “Three Rivers,” only the “Pennsylvanian,” between New York and Pittsburgh, has served the line.

Around the country Amtrak has several opportunities to launch second frequencies on 250 – 500-mile segments of longer routes that now have one train a day or fewer. Among them: Charlotte – Atlanta; Cleveland – Chicago; Memphis – New Orleans; Little Rock – Dallas/Fort Worth; Chicago – Kansas City, and Reno – Emeryville.

For the foreseeable future, concentrating on increasing frequencies rather than new routes will serve Amtrak – and the traveling public – better. It will make train travel more accessible. It will require less capital investment. And it will help preserve long distance routes that often end up on the chopping block when the President wants to make cuts.