NC By Train

NC By Train is the public-facing brand used by the Rail Division of the North Carolina Department of Transportation (NCDOT) for North Carolina’s state-supported Amtrak corridor services, principally the Carolinian and the Piedmont. It is not an independent railway company or a conventional consumer brand. Instead, it identifies a state-sponsored passenger-rail program through which North Carolina helps fund, plan, market, and equip intercity trains operated with Amtrak crews and services. The brand emerged from North Carolina’s long effort to restore useful daytime passenger connections after the 1971 creation of Amtrak, when much of the state’s remaining service consisted of long-distance trains that were poorly suited to travel within North Carolina. The first Carolinian began in 1984 as a Charlotte–New York experiment supported by a state subsidy. Although the service exceeded projected ridership, weak marketing and a mismatch between the subsidy structure and passengers’ travel patterns produced a substantial loss, and the first version ended in 1985. A second Carolinian was introduced in 1990 and became permanent after demonstrating stronger demand. It later developed into an independent daytime train running between Charlotte and New York. NCDOT expanded its rail organization during the 1990s and decided to acquire equipment for an additional intrastate corridor when Amtrak could not provide sufficient rolling stock. The Piedmont began operating between Charlotte and Raleigh in 1995, creating a daytime rail link along the state’s rapidly growing Interstate 85 corridor. Unlike the Carolinian, which generally uses Amtrak equipment in the national red, white, and blue livery, the Piedmont uses North Carolina-owned locomotives and coaches in a blue, silver, and red scheme associated with the state flag. Additional Piedmont round trips were added in 2010 and 2018, with a further frequency planned for 2021 and delayed until 2023 because of the COVID-19 pandemic. North Carolina’s role extends beyond financial support. NCDOT sets Piedmont schedules, owns equipment, maintains a state-oriented passenger information service, distributes printed timetables, and conducts marketing that complements Amtrak’s ticketing and onboard operations. Amtrak operates the trains and supplies train crews, while station attendants and volunteer hosts provide local information at stations and onboard portions of the routes. The Carolinian is subsidized by North Carolina for the segment between Charlotte and the Virginia border and continues north to New York through the Northeast Corridor. NC By Train also functions as an umbrella for future passenger-rail planning. NCDOT has evaluated or promoted proposed corridors connecting existing services with Asheville, Wilmington, Fayetteville, Winston-Salem, Atlanta, Washington, D.C., Kings Mountain, Greenville, and other destinations. In 2023, seven proposed corridors were accepted into the Federal Railroad Administration’s Corridor Identification and Development Program, making them eligible for initial engineering and feasibility support and positioning them for consideration for later federal funding. The brand therefore represents both the active state-supported train network and North Carolina’s broader strategy for expanding intercity rail.

North Carolina’s modern state-supported passenger-rail program developed after Amtrak assumed most American intercity passenger services in 1971. During the following years, trains crossing North Carolina were primarily long-distance services, including the Crescent, Silver Meteor, Silver Star, and Palmetto. These routes offered limited usefulness for travel between the state’s own cities. In 1984, Governor Jim Hunt established a Public Transportation Division within NCDOT and supported the creation of a daylight Charlotte–New York service. The first Carolinian began on October 28, 1984, with a state subsidy reported at $436,000 per year. It initially operated as a section of the Palmetto, following the Charlotte–Raleigh corridor before joining that train near Richmond, Virginia. The service restored a direct Charlotte–Raleigh connection after decades without one and gave North Carolina communities a daytime link to New York. Ridership was better than expected, but the service lost more than $800,000 because many passengers used it for trips within North Carolina rather than traveling into the Northeast. Poor public awareness also limited the effectiveness of the original marketing effort. When the state declined to raise its subsidy, Amtrak ended the service on September 3, 1985. Governor Jim Martin continued to support passenger rail. A task force recommended protecting rail corridors for both freight and passenger use and emphasized additional service along the Charlotte–Raleigh Interstate 85 corridor. In 1990, NCDOT and Amtrak revived the Carolinian. The new version initially connected with the Palmetto at Rocky Mount, but demand was strong enough for Amtrak to make the service permanent within a year and operate it as a separate daytime train between Charlotte and New York. NCDOT created a Rail Unit during this period and expanded it into a full Rail Division in 1995. Because Amtrak indicated that it lacked spare equipment for another North Carolina service, NCDOT purchased five refurbished coaches in 1990 and leased two locomotives for the planned Piedmont. Construction of a turning wye in Charlotte, requested by Norfolk Southern because of its operation of the North Carolina Railroad under lease, delayed the start of service. The Piedmont finally began on May 25, 1995, linking Charlotte and Raleigh and enabling same-day business travel between the two cities. The Piedmont’s schedule expanded with a second round trip in 2010 and a third in 2018. A fourth round trip was planned for 2021 but was postponed during the COVID-19 period and later implemented in 2023. NCDOT owns the Piedmont equipment and determines its schedule, while Amtrak supplies operating crews and provides the broader ticketing and rail-service platform. The Carolinian uses Amtrak rolling stock and runs once daily in each direction over a 704-mile Charlotte–New York route. The Piedmont covers approximately 173 miles between Charlotte and Raleigh and operates multiple daily round trips. The NC By Train identity reflects NCDOT’s unusually direct role in marketing and managing state-supported rail. The department continued publishing printed schedules after Amtrak discontinued its nationwide printed timetables, operates a toll-free passenger information line, and supports station attendants and volunteer train hosts. The program has also been used to promote seasonal travel to events such as the North Carolina State Fair and the Lexington Barbecue Festival. Expansion planning has become a major part of the program’s history. NCDOT has examined restored or new services to Asheville, Wilmington, Fayetteville, Winston-Salem, Greenville, Kings Mountain, Atlanta, Washington, and other destinations. In December 2023, seven proposed corridors were accepted into the Federal Railroad Administration’s Corridor Identification and Development Program. Each received up to $500,000 for early engineering and feasibility studies, while acceptance also improved its prospects for later federal infrastructure funding. The proposals include Asheville–Salisbury, Charlotte–Washington, Charlotte–Atlanta, Charlotte–Kings Mountain, Raleigh–Fayetteville, Raleigh–Wilmington via Goldsboro, and Raleigh–Winston-Salem.

• 2023

  Fourth Piedmont round trip and federal corridor planning

  [1]NC By Trainen.wikipedia.org

  A fourth Piedmont round trip is implemented after pandemic-related delay, while seven proposed corridors enter the federal Corridor Identification and Development Program.

• 2018

  Third Piedmont round trip added

  [1]NC By Trainen.wikipedia.org

  A further daily Piedmont round trip increases frequency on the Charlotte–Raleigh corridor.

• 2010

  Second Piedmont round trip added

  [1]NC By Trainen.wikipedia.org

  The Piedmont schedule expands with an additional daily round trip.

• 1995

  Piedmont launches

  [1]NC By Trainen.wikipedia.org

  The Piedmont begins Charlotte–Raleigh service using equipment owned by North Carolina.

• 1990

  Carolinian is revived

  [1]NC By Trainen.wikipedia.org

  NCDOT and Amtrak introduce a second version of the Carolinian, which soon proves viable enough to become permanent.

• 1985

  Original Carolinian ends

  [1]NC By Trainen.wikipedia.org

  The first Carolinian is withdrawn after North Carolina declines to increase its subsidy following operating losses.

• 1984

  First Carolinian service begins

  [1]NC By Trainen.wikipedia.org

  A state-supported Charlotte–New York Carolinian pilot starts on October 28, restoring a direct Charlotte–Raleigh passenger connection.

• 1971

  Amtrak assumes most intercity passenger services

  [1]NC By Trainen.wikipedia.org

  The creation of Amtrak reshaped passenger rail in North Carolina, leaving the state primarily served by long-distance trains rather than regional corridors.

A state-led, practical intercity rail program focused on connecting North Carolina’s major population centers, supporting same-day regional travel, and linking the state with the national Amtrak network.

• State-supported Amtrak corridor train · 1984

  Carolinian

  The Carolinian is a once-daily train in each direction linking Charlotte with New York. In North Carolina it serves communities including Kannapolis, Salisbury, High Point, Greensboro, Burlington, Durham, Cary, Raleigh, Selma, Wilson, and Rocky Mount before continuing through Virginia to the Northeast Corridor. North Carolina supports the service from Charlotte to the Virginia border. Seasonal stops and service arrangements may support travel to major state events, and connecting Thruway services extend access to parts of eastern North Carolina and Winston-Salem.

• State-supported regional passenger train · 1995

  Piedmont

  The Piedmont provides multiple daily round trips between Charlotte and Raleigh over a roughly 173-mile corridor that parallels Interstate 85 for much of its route. Its schedule is designed to support same-day business and personal travel between the state’s two largest urban centers. The service uses North Carolina-owned locomotives and coaches painted in a blue, silver, and red scheme, distinguishing it visually from the Carolinian’s Amtrak national livery.

• 1984Carolinian launch promotion

  North Carolina · Virginia · Northeastern United States

  NCDOT and Amtrak introduced the first state-supported Carolinian as a Charlotte–New York pilot intended to demonstrate demand for daylight passenger rail.

  Outcome. Ridership exceeded forecasts, but limited awareness and the subsidy structure contributed to large losses, leading to withdrawal in 1985.

  Source
• North Carolina rail information and host program

  North Carolina

  NCDOT supports printed timetables, a toll-free passenger information line, station attendants, and volunteer train hosts to make state-supported services easier to use.

  Outcome. The program provides local information and passenger assistance alongside Amtrak’s operating and ticketing functions.

  Source

• 2023

  Advance seven proposed passenger-rail corridorsStrategy

  Background

  NCDOT sought to expand the state-supported network beyond the Carolinian and Piedmont.

  Action taken

  Seven proposed corridors were accepted into the Federal Railroad Administration’s Corridor Identification and Development Program for initial engineering and feasibility work.

  Aftermath

  The corridors became eligible for up to $500,000 each in early study support and were prioritized for potential future federal funding.

  Initial study support per selected corridor. Up to $500,000 (2023)

  Source

• 1990

  Revive the CarolinianProduct launch

  Background

  The first Carolinian had ended in 1985, but state officials continued to view a Charlotte–Raleigh–Northeast connection as strategically valuable.

  Action taken

  NCDOT and Amtrak introduced a second Carolinian service, initially operating in connection with the Palmetto at Rocky Mount.

  Aftermath

  The service succeeded sufficiently for Amtrak to make it permanent and operate it independently as a daytime Charlotte–New York train.

  Source

• 1990

  Purchase equipment for a new Charlotte–Raleigh serviceStrategy

  Background

  Amtrak said it did not have enough spare rolling stock to support another North Carolina corridor.

  Action taken

  NCDOT purchased five refurbished coaches and leased two locomotives for the planned Piedmont.

  Aftermath

  The Piedmont began service in 1995 and established a state-owned equipment model for the corridor.

  Source

1. 1NC By Trainen.wikipedia.org
2. 2NC By Train official websitencbytrain.org