Amtrak#Formation

File:The Congressional Pennsylvania Railroad.JPG's Congressional in the 1960s]]

In 1916, 98% of all commercial intercity travelers in the United States moved by rail, and the remaining 2% moved by inland waterways.{{cite web|title=Historical Statistics of the United States|url=https://www2.census.gov/library/publications/1960/compendia/hist_stats_colonial-1957/hist_stats_colonial-1957-chQ.pdf|access-date=November 13, 2017|website=U.S. Census|date=1957|archive-date=February 18, 2017|archive-url=https://web.archive.org/web/20170218120745/http://www2.census.gov/library/publications/1960/compendia/hist_stats_colonial-1957/hist_stats_colonial-1957-chQ.pdf|url-status=live}} Nearly 42 million passengers used railways as primary transportation. Passenger trains were owned and operated by the same privately owned companies that operated freight trains.{{Harvnb|Carper|1968|pp=112–113}} As the 20th century progressed, patronage declined in the face of competition from buses, air travel, and the car. New streamlined diesel-powered trains such as the Pioneer Zephyr were popular with the traveling public but could not reverse the trend.{{Harvnb|Solomon|2004|pp=49–56}} By 1940, railroads held 67 percent of commercial passenger-miles in the United States. In real terms, passenger-miles had fallen by 40% since 1916, from 42 billion to 25 billion.

Traffic surged during World War II, which was aided by troop movement and gasoline rationing. The railroad's market share surged to 74% in 1945, with a massive 94 billion passenger-miles.{{Harvnb|Stover|1997|pp=219–220}} After the war, railroads rejuvenated their overworked and neglected passenger fleets with fast and luxurious streamliners.{{Harvnb|Solomon|2004|p=154}} These new trains brought only temporary relief to the overall decline.{{Harvnb|Solomon|2004|p=161}} Even as postwar travel exploded, passenger travel percentages of the overall market share fell to 46% by 1950, and then 32% by 1957. The railroads had lost money on passenger service since the Great Depression, but deficits reached $723 million in 1957. For many railroads, these losses threatened financial viability.{{Harvnb|Stover|1997|p=220}}

The causes of this decline were heavily debated. The National Highway System and airports, both funded by the government, competed directly with the railroads, which, unlike the airline, bus, and trucking companies, paid for their own infrastructure.{{Harvnb|Saunders|2001|pp=106–107}} American car culture was also on the rise in the post–World War II years. Progressive Era rate regulation limited the railroads' ability to turn a profit.{{Harvnb|Saunders|2001|pp=32–33}} Railroads also faced antiquated work rules and inflexible relationships with trade unions. To take one example, workers continued to receive a day's pay for {{convert|100|to|150|mile|adj=on}} workdays. Streamliners covered that in two hours.{{Harvnb|Stover|1997|p=222}}

Matters approached a crisis in the 1960s. Passenger service route-miles fell from {{convert|107000|mi}} in 1958 to {{convert|49000|mi}} in 1970, the last full year of private operation.{{Harvnb|Stover|1997|p=228}} The diversion of most United States Post Office Department mail from passenger trains to trucks, airplanes, and freight trains in late 1967 deprived those trains of badly needed revenue.{{Harvnb|McCommons|2009|pp=150–151}} In direct response, the Atchison, Topeka and Santa Fe Railway filed to discontinue 33 of its remaining 39 trains, ending almost all passenger service on one of the largest railroads in the country.{{Harvnb|Glischinski|1997|p=96}} The equipment the railroads had ordered after World War II was now 20 years old, worn out, and in need of replacement.{{Harvnb|Saunders|2003|p=55}}

{{see also|List of railroads eligible to participate in the formation of Amtrak}}

File:PCPOST_19710601_Amtrak.png's employee publication announcing the inauguration of Amtrak on May 1, 1971. Penn Central Amtrak routes are listed.]]

As passenger service declined, various proposals were brought forward to rescue it. The 1961 Doyle Report proposed that the private railroads pool their services into a single body.{{Harvnb|Saunders|2001|p=124}} Similar proposals were made in 1965 and 1968 but failed to attract support. The federal government passed the High Speed Ground Transportation Act of 1965 to fund pilot programs in the Northeast Corridor, but this did nothing to address passenger deficits. In late 1969, multiple proposals emerged in the United States Congress, including equipment subsidies, route subsidies, and, lastly, a "quasi-public corporation" to take over the operation of intercity passenger trains. Matters were brought to a head on June 21, 1970, when the Penn Central, the largest railroad in the Northeastern United States and teetering on bankruptcy, filed to discontinue 34 of its passenger trains.{{Harvnb|Sanders|2006|pp=1–3}}

In October 1970, Congress passed, and President Richard Nixon signed into law (against the objections of most of his advisors),{{cite web |last1=David |first1=Jeff |title=Amtrak at 50: The Rail Passenger Service Act of 1970 |url=https://enotrans.org/article/amtrak-at-50-the-rail-passenger-service-act-of-1970/ |publisher=Eno Center for Transportation |access-date=May 19, 2024}} the Rail Passenger Service Act.{{USStatute|91|518|84|1327|1970|October|30|HR|17849}} Proponents of the bill, led by the National Association of Railroad Passengers (NARP), sought government funding to ensure the continuation of passenger trains. They conceived the National Railroad Passenger Corporation (NRPC), a quasi-public corporation that would be managed as a for-profit organization, but which would receive taxpayer funding and assume operation of intercity passenger trains{{Harvnb|Thoms|1973|pp=38–39}}{{Cite news |last=Land |first=John S. |date=October 17, 1971 |title=Amtrak isn't railroading improvements through to passengers |page=8A |work=Eugene Register-Guard |agency=Associated Press |location=(Oregon) |url=https://news.google.com/newspapers?id=B6FWAAAAIBAJ&pg=6761%2C3461756 |url-status=live |access-date=May 20, 2020 |archive-url=https://web.archive.org/web/20210510054858/https://news.google.com/newspapers?id=B6FWAAAAIBAJ&pg=6761%2C3461756 |archive-date=May 10, 2021}} – while many involved in drafting the bill did not believe the NRPC would actually be profitable, this was necessary in order for the White House and more conservative members of Congress to support the bill.

There were several key provisions:{{Harvnb|Thoms|1973|pp=39–42}}

• Any railroad operating intercity passenger service could contract with the NRPC, thereby joining the national system.
• The United States federal government, through the Secretary of Transportation, would own all of the NRPC's issued and outstanding preferred stock.{{cite web |title=Management discussion Fiscal 2019 |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/financial/Amtrak-Management-Discussion-Analysis-Audited-Financial-Statements-FY19.pdf |url-status=live |archive-url=https://web.archive.org/web/20200625182014/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/financial/Amtrak-Management-Discussion-Analysis-Audited-Financial-Statements-FY19.pdf |archive-date=June 25, 2020 |access-date=June 23, 2020}}
• Participating railroads bought into the NRPC using a formula based on their recent intercity passenger losses. The purchase price could be satisfied either by cash or rolling stock; in exchange, the railroads received NRPC common stock.
• Any participating railroad was freed of the obligation to operate intercity passenger service after May 1, 1971, except for those services chosen by the Department of Transportation (DOT) as part of a "basic system" of service and paid for by NRPC using its federal funds.
• Railroads that chose not to join the NRPC system were required to continue operating their existing passenger service until 1975, at which time they could pursue the customary Interstate Commerce Commission (ICC) approval process for any discontinuance or alteration to the service.

Of the 26 railroads still offering intercity passenger service in 1970, only six declined to join the NRPC.{{Harvnb|Sanders|2006|pp=7–8}}

Nearly everyone involved expected the experiment to be short-lived. The Nixon administration and many Washington insiders viewed the NRPC as a politically expedient way for the President and Congress to give passenger trains a "last hurrah" as demanded by the public. They expected the NRPC to quietly disappear as public interest waned.{{cite journal|last=Luberoff|first=David|title=Amtrak and the States|journal=Governing Magazine|page=85|date=November 1996}} After Fortune magazine exposed the manufactured mismanagement in 1974, Louis W. Menk, chairman of the Burlington Northern Railroad, remarked that the story was undermining the scheme to dismantle Amtrak.{{cite journal|journal=Trains|date=March 2009|title=Trains formula for fixing Amtrak|first=Rush Jr. |last=Loving}} Proponents also hoped that government intervention would be brief and that Amtrak would soon be able to support itself. Neither view had proved to be correct; popular support allowed Amtrak to continue in operation longer than critics imagined, while financial results made passenger train service returning to private railroad operations infeasible.{{Cite news|last=Casey|first=Robert J.|date=January 5, 1978|title=Federal Money, Priorities and the Railroads|work=Pittsburgh Post-Gazette|url=https://books.google.com/books?id=gJxRAAAAIBAJ&pg=PA5|access-date=October 2, 2021|archive-date=October 2, 2021|archive-url=https://web.archive.org/web/20211002163944/https://books.google.com/books?id=gJxRAAAAIBAJ&pg=PA5|url-status=live}}{{Cite news|last=Forrester|first=Steve|date=June 1, 1984|title=Amtrak funding no longer a battle|work=Eugene Register-Guard|url=https://books.google.com/books?id=8uhVAAAAIBAJ&pg=PA8|access-date=October 2, 2021|archive-date=October 2, 2021|archive-url=https://web.archive.org/web/20211002163948/https://books.google.com/books?id=8uhVAAAAIBAJ&pg=PA8|url-status=live}}

File:Amtrak logo (1971–2000).svg

The Rail Passenger Service Act gave the Secretary of Transportation, at that time John A. Volpe, thirty days to produce an initial draft of the endpoints of the routes the NRPC would be required by law to serve for four years. On November 24 Volpe presented his initial draft consisting of 27 routes to Nixon, which he believed would make a $24 million profit by 1975. The Office of Management and Budget, however, believed Volpe and the DOT's analysis was far too optimistic, with director George Shultz arguing to cut the number of routes by around half. Nixon agreed with Shultz, and the public draft presented by Volpe on November 30 consisted of only 16 routes.{{cite web |last1=David |first1=Jeff |title=Amtrak at 50: Defining the "Basic System" of Service Routes |url=https://enotrans.org/article/amtrak-at-50-defining-the-basic-system-of-service-routes/ |publisher=Eno Center for Transportation |access-date=May 19, 2024}}

The initial reaction to this heavily-cut-back proposed system from the public, the press, and congressmen was strongly negative. It made front-page headlines across the country and it was quickly leaked that the DOT had wanted a far larger system than the White House would approve of. The ICC produced its own report on December 29, criticising the proposed draft and arguing for the inclusion of 15 additional routes, giving further ammunition to the congressmen who wanted an expanded system. Further wrangling between the DOT and the White House produced the final list of routes on January 28, 1971, adding 5 additional routes to the November 30 draft.

These required routes only had their endpoints specified; the selection of the actual routes to be taken between the endpoints was left to the NRPC, which had just three months to decide them before it was due to start service. Consultants from McKinsey & Company were hired to perform this task, and their results were publicly announced on March 22.{{cite web |last1=David |first1=Jeff |title=Amtrak at 50: How McKinsey Designed A National Railroad |url=https://enotrans.org/article/amtrak-at-50-how-mckinsey-designed-a-national-railroad/ |publisher=Eno Center for Transportation |access-date=May 19, 2024 |archive-date=May 19, 2024 |archive-url=https://web.archive.org/web/20240519161623/https://enotrans.org/article/amtrak-at-50-how-mckinsey-designed-a-national-railroad/ |url-status=live }}

At the same time, the NRPC had hired Lippincott & Margulies to create a brand for it and replace its original working brand name of Railpax. On March 30, L&M's work was presented to the NRPC's board of incorporators, who unanimously agreed on the "headless arrow" logo and on the new brand name "Amtrak", a portmanteau of the words America and trak, the latter itself a sensational spelling of track. The name change was publicly announced less than two weeks before operations began.{{Cite news |date=April 20, 1971 |title=Railpax, er, AMTRAK Eyes Loss |page=21 |work=Fort Worth Star-Telegram |agency=Associated Press}}{{Cite news |date=April 20, 1971 |title=Delay Asked In Rail Plan |page=1 |work=Fort Worth Star-Telegram |agency=Associated Press}}{{Harvnb|Thoms|1973|p=51}}

{{anchor|Rainbow Era}}

File:BN_9762_in_Yakima_Aug_71_NthCstHiRP.jpg near Yakima, Washington, in July 1971, an example of early Amtrak "rainbow" consists, made up of equipment still painted in the colors of various railroads]]

Amtrak began operations on May 1, 1971.{{Harvnb|Stover|1997|p=234}} Amtrak received no rail tracks or rights-of-way at its inception. All of Amtrak's routes were continuations of prior service, although Amtrak pruned about half the passenger rail network.{{cite news |url=https://news.google.com/newspapers?id=_rteAAAAIBAJ&pg=2851%2C10220 |work=Lewiston Morning Tribune |location=Idaho |agency=Associated Press |last=Cook |first=Louise |title=Many famous trains roll into history |date=May 1, 1971 |page=1 |access-date=May 20, 2020 |archive-date=May 9, 2021 |archive-url=https://web.archive.org/web/20210509213404/https://news.google.com/newspapers?id=_rteAAAAIBAJ&pg=2851%2C10220 |url-status=live}} Of the 366 train routes that operated previously, Amtrak continued only 184.{{Harvnb|Sanders|2006|pp=5–6}} Several major corridors became freight-only, including the ex-New York Central Railroad's Water Level Route from New York to Ohio and Grand Trunk Western Railroad's Chicago to Detroit route. The reduced passenger train schedules created confusion amongst staff. At some stations, Amtrak service was available only late at night or early in the morning, prompting complaints from passengers.{{Cite news|date=April 28, 1976|title=Daylight hours asked for local train|work=Williamson Daily News|url=https://books.google.com/books?id=KJlDAAAAIBAJ&pg=PA1|access-date=October 2, 2021|archive-date=October 2, 2021|archive-url=https://web.archive.org/web/20211002165557/https://books.google.com/books?id=KJlDAAAAIBAJ&pg=PA1|url-status=live}} Disputes with freight railroads over track usage caused some services to be rerouted, temporarily cancelled, or replaced with buses.{{Cite news|date=August 2, 1974|title=Temporarily Halt Rail Service To Repair Penn-Central Tracks|work=Times-Union|location=Warsaw, Indiana|url=https://books.google.com/books?id=AoNHAAAAIBAJ&pg=PA3|access-date=October 2, 2021|archive-date=October 2, 2021|archive-url=https://web.archive.org/web/20211002165555/https://books.google.com/books?id=AoNHAAAAIBAJ&pg=PA3|url-status=live}}{{Cite news|agency=Associated Press|date=July 14, 1978|title=Hoosiers fighting over rails|work=The Rochester Sentinel|url=https://books.google.com/books?id=gS1jAAAAIBAJ&pg=PA1|access-date=October 2, 2021|archive-date=October 2, 2021|archive-url=https://web.archive.org/web/20211002165555/https://books.google.com/books?id=gS1jAAAAIBAJ&pg=PA1|url-status=live}} On the other hand, the creation of the Los Angeles–Seattle Coast Starlight from three formerly separate train routes was an immediate success, resulting in an increase to daily service by 1973.{{cite news |last=Barr |first=Robert A. |date=March 18, 1973 |title=Amtrak's coastal train may run daily in June |page=D12 |work=The Seattle Times}}{{cite news |last=Barr |first=Robert A. |date=June 14, 1972 |title=Riders filling Amtrak's Seattle-San Diego trains |page=H4 |work=The Seattle Times}}

Needing to operate only half the train routes that had operated previously, Amtrak would lease around 1,200 of the best passenger cars from the 3,000 that the private railroads owned. All were air-conditioned, and 90% were easy-to-maintain stainless steel.{{cite web |url=https://history.amtrak.com/archives/weve-rejected-2-out-of-every-3-cars-advertisement-1971 |title="We've Rejected 2 Out Of Every 3 Cars" advertisement, 1971 |date=June 11, 2013 |website=Amtrak |access-date=April 21, 2018 |archive-date=September 10, 2018 |archive-url=https://web.archive.org/web/20180910014704/https://history.amtrak.com/archives/weve-rejected-2-out-of-every-3-cars-advertisement-1971 |url-status=live}} When Amtrak took over, passenger cars and locomotives initially retained the paint schemes and logos of their former owners which resulted in Amtrak running trains with mismatched colors – the "Rainbow Era".{{cite news |date=September 27, 2017 |title=Amtrak interiors through the years |url=https://www.usatoday.com/picture-gallery/travel/2017/09/27/amtrak-interiors-through-the-years/106053536/ |newspaper=USA Today |access-date=March 21, 2018 |archive-date=March 22, 2018 |archive-url=https://web.archive.org/web/20180322081956/https://www.usatoday.com/picture-gallery/travel/2017/09/27/amtrak-interiors-through-the-years/106053536/ |url-status=live}} In mid-1971, Amtrak began purchasing some of the equipment it had leased, including 286 EMD E and F unit diesel locomotives, 30 GG1 electric locomotives and 1,290 passenger cars. By 1975, the official Amtrak color scheme was painted on most Amtrak equipment and newly purchased locomotives and the rolling stock began appearing.{{cite journal |url=http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings |first=John |last=Kelly |title=Amtrak's beginnings |journal=Classic Trains Magazine |date=June 5, 2001 |access-date=December 29, 2010 |archive-date=October 15, 2015 |archive-url=https://web.archive.org/web/20151015103725/http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings |url-status=live}}

File:Amtrak pointless arrow logo at Oakland–Jack London Square station, September 2015.jpg, California]]

Amtrak inherited problems with train stations (most notably deferred maintenance) and redundant facilities from the competing railroads that once served the same communities. Chicago is a prime example; on the day prior to Amtrak's inception, intercity passenger trains used four different Chicago terminals: LaSalle, Dearborn, North Western Station, Central, and Union. The trains at LaSalle remained there, as their operator Rock Island could not afford to opt into Amtrak. Of all the trains serving Dearborn Station, Amtrak retained only a pair of Santa Fe trains, which relocated to Union Station beginning with the first Amtrak departures on May 1, 1971. Dearborn Station closed after the last pre-Amtrak trains on the Santa Fe arrived in Chicago on May 2. None of the intercity trains that had served North Western Station became part of the Amtrak system, and that terminal became commuter-only after May 1. The trains serving Central Station continued to use that station until an alternate routing was adopted in March 1972. In New York City, Amtrak had to maintain two stations (Penn and Grand Central) due to the lack of track connections to bring trains from upstate New York into Penn Station; a problem that was rectified once the Empire Connection was built in 1991.{{cite web |title=Digging into the Archives: The West Side Connection |url=https://history.amtrak.com/blogs/blog/making-connections |website=Amtrak History |publisher=Amtrak |date=April 3, 2013 |access-date=June 25, 2018 |archive-date=June 25, 2018 |archive-url=https://web.archive.org/web/20180625214006/https://history.amtrak.com/blogs/blog/making-connections |url-status=live}} The Amtrak Standard Stations Program was launched in 1978 and proposed to build a standardized station design across the system with an aim to reduce costs, speed construction, and improve its corporate image."{{cite web |date=March 4, 2013 |title=The Amtrak Standard Stations Program |url=https://history.amtrak.com/blogs/blog/creating-a-visual-identity-the-amtrak-standard-stations-program |archive-url=https://web.archive.org/web/20130321014720/http://history.amtrak.com/blogs/blog/creating-a-visual-identity-the-amtrak-standard-stations-program |url-status=dead |archive-date=March 21, 2013 |access-date=July 27, 2019 |publisher=Amtrak }}{{cite book |title=Standard Stations Program Executive Summary |date=1978 |publisher=National Railroad Passenger Corporation (Office of the Chief Engineer)}} However, the cash-strapped railroad would ultimately build relatively few of these standard stations.{{harvnb|Sanders|2006|p=270}}

File:Amtrak 621 with the San Francisco Zephyr over the Truckee River in Verdi, Nevada, February 1975.jpg with the San Francisco Zephyr in 1975. By the mid-1970s, Amtrak equipment was acquiring its own identity.]]

Amtrak soon had the opportunity to acquire rights-of-way. Following the bankruptcy of several northeastern railroads in the early 1970s, including Penn Central, which owned and operated the Northeast Corridor (NEC), Congress passed the Railroad Revitalization and Regulatory Reform Act of 1976.Railroad Revitalization and Regulatory Reform Act, {{USPL|94|210}}, {{USStat|90|31}}, {{USC|45|801}}. February 5, 1976. A large part of the legislation was directed to the creation of Conrail, but the law also enabled the transfer of the portions of the NEC not already owned by state authorities to Amtrak. Amtrak acquired the majority of the NEC on April 1, 1976.{{cite web |website=U.S. Federal Railroad Administration |url=http://www.fra.dot.gov/rpd/passenger/643.shtml |title=Northeast Corridor Main Line |access-date=November 15, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20111202082510/http://www.fra.dot.gov/rpd/passenger/643.shtml |archive-date=December 2, 2011}} (The portion in Massachusetts is owned by the Commonwealth and managed by Amtrak. The route from New Haven to New Rochelle is owned by New York's Metropolitan Transportation Authority and the Connecticut Department of Transportation as the New Haven Line.){{cite web|last=Frisman|first=Paul|date=November 13, 2014|title=Questions About Metro North Railroad And Commuter Rail|url=https://www.cga.ct.gov/2014/rpt/pdf/2014-R-0204.pdf|url-status=live|website=Connecticut General Assembly - Office of Legislative Research|access-date=August 18, 2021|archive-date=August 18, 2021|archive-url=https://web.archive.org/web/20210818022707/https://www.cga.ct.gov/2014/rpt/pdf/2014-R-0204.pdf}} This mainline became Amtrak's "jewel" asset, and helped the railroad generate revenue. While the NEC ridership and revenues were higher than any other segment of the system, the cost of operating and maintaining the corridor proved to be overwhelming. As a result, Amtrak's federal subsidy was increased dramatically. In subsequent years, other short route segments not needed for freight operations were transferred to Amtrak.{{citation needed|date=May 2015}}

In its first decade, Amtrak fell far short of financial independence, which continues today, but it did find modest success rebuilding trade. Outside factors discouraged competing transport, such as fuel shortages which increased costs of automobile and airline travel, and strikes which disrupted airline operations. Investments in Amtrak's track, equipment and information also made Amtrak more relevant to America's transportation needs.{{cite news |first=William H. |last=Jones |title=Americans Rediscover The Train; Trains are rediscovered |newspaper=Washington Post |page=D8 |date=May 12, 1979}}{{cite news |first=John |last=Yemma |title=Years Later, Amtrak is Keeping Riders Won in Gas Pinch |url=http://www.csmonitor.com/1980/0721/072139.html |work=Christian Science Monitor |page=4 |date=July 21, 1980 |access-date=June 12, 2008 |archive-date=September 3, 2009 |archive-url=https://web.archive.org/web/20090903044628/http://www.csmonitor.com/1980/0721/072139.html |url-status=live}} Amtrak's ridership increased from 16.6 million in 1972 to 21 million in 1981.

In February 1978, Amtrak moved its headquarters to 400 North Capitol Street NW, Washington D.C.{{cite web |url=https://history.amtrak.com/archives/amtraks-first-headquarters |title=The second Amtrak corporate headquarters. — Amtrak: History of America's Railroad |publisher=History.amtrak.com |date=April 13, 2011 |access-date=June 27, 2022 |archive-date=October 3, 2022 |archive-url=https://web.archive.org/web/20221003145835/https://history.amtrak.com/archives/amtraks-first-headquarters |url-status=dead }}

{{Stack|

File:Amtrak 943 with a Metroliner at Seabrook, MD, November 12, 1987.jpg with a Metroliner in Seabrook, Maryland in 1987. The AEM-7 was Amtrak's workhorse on electrified routes for over 30 years.]]

File:AMTK 315 Tun17 CZ Nwcstle Mar1995RP - Flickr - drewj1946.jpg leads the California Zephyr in 1995. The F40PH replaced the unreliable SDP40F.]]

}}

In 1982, former Secretary of the Navy and retired Southern Railway head William Graham Claytor Jr. came out of retirement to lead Amtrak. During his time at Southern, Claytor was a vocal critic of Amtrak's prior managers, who all came from non-railroading backgrounds. Transportation Secretary Drew Lewis cited this criticism as a reason why the Democrat Claytor was acceptable to the Reagan White House.{{Harvnb|Wilner|1994}}{{Rp|page=7}} Despite frequent clashes with the Reagan administration over funding, Claytor enjoyed a good relationship with Lewis, John H. Riley, the head of the Federal Railroad Administration (FRA), and with members of Congress. Limited funding led Claytor to use short-term debt to fund operations.{{cite magazine |url=http://static.highbeam.com/f/fortune/october231989/stillchuggingwgrahamclaytorjrfortunepeoplecolumn/ |title=Still chugging |first=Mark |last=Alpert |date=October 23, 1989 |magazine=Fortune |access-date=November 23, 2005 |url-status=dead |archive-url=https://web.archive.org/web/20050422084946/http://static.highbeam.com/f/fortune/october231989/stillchuggingwgrahamclaytorjrfortunepeoplecolumn/ |archive-date=April 22, 2005}}

Building on mechanical developments in the 1970s, high-speed Washington–New York Metroliner Service was improved with new equipment and faster schedules. Travel time between New York and Washington, D.C. was reduced to under 3 hours due to system improvements and limited stop service. This improvement was cited as a reason why Amtrak grew its share of intercity trips between the cities along the corridor. Elsewhere in the country, demand for passenger rail service resulted in the creation of five new state-supported routes in California, Illinois, Missouri, Oregon and Pennsylvania, for a total of 15 state-supported routes.

Amtrak added two trains in 1983, the California Zephyr between Oakland and Chicago via Denver and revived the Auto Train, a unique service that carries both passengers and their vehicles. Amtrak advertised it as a great way to avoid traffic along the I-95 running between Lorton, Virginia (near Washington, D.C.) and Sanford, Florida (near Orlando) on the Silver Star alignment.

In 1980s and 1990s, stations in Baltimore, Chicago, and Washington, D.C. received major rehabilitation and the Empire Connection tunnel opened in 1991, allowing Amtrak to consolidate all New York services at Penn Station. Despite the improvements, Amtrak's ridership stagnated at roughly 20 million passengers per year, amid uncertain government aid from 1981 to about 2000.{{cite book|title=1999 Annual Report |publisher=Amtrak}}

In the early 1990s, Amtrak tested several different high-speed trains from Europe on the Northeast Corridor. An X 2000 train was leased from Sweden for test runs from October 1992 to January 1993, followed by revenue service between Washington, D.C. and New York City from February to May and August to September 1993. Siemens showed the ICE 1 train from Germany, organizing the ICE Train North America Tour which started to operate on the Northeast Corridor on July 3, 1993.{{Cite journal |year=1993 |title=ICE Train North America Tour |journal=Eisenbahntechnische Rundschau |language=de |volume=42 |issue=11 |page=756}}

In 1993, Thomas Downs succeeded Claytor as Amtrak's fifth president. The stated goal remained "operational self-sufficiency". By this time, however, Amtrak had a large overhang of debt from years of underfunding. In the mid-1990s, Amtrak suffered through a serious cash crunch. Under Downs, Congress included a provision in the Taxpayer Relief Act of 1997 that resulted in Amtrak receiving a $2.3 billion tax refund that resolved their cash crisis.{{cite news |title=Amtrak Is Way Off Track Fiscally, Its President and the GAO Say |first=Don |last=Phillips |date=March 18, 1994 |newspaper=The Washington Post}} However, Congress also instituted a "glide path" to financial self-sufficiency, excluding railroad retirement tax act payments.{{cite speech |title=Intercity Passenger Rail; Amtrak Faces Challenges in Improving its Financial Condition (Report GAO/T-RCED-00-30) |first=Phyllis F. |last=Scheinberg |date=October 28, 1999 |location=House Committee on Transportation and Infrastructure Subcommittee on Ground Transportation |url=http://www.gao.gov/archive/2000/rc00030t.pdf |format=PDF |access-date=June 12, 2008 |archive-url=https://web.archive.org/web/20080624184942/http://www.gao.gov/archive/2000/rc00030t.pdf |archive-date=June 24, 2008 |url-status=dead}}

George Warrington became the sixth president in 1998, with a mandate to make Amtrak financially self-sufficient. Under Warrington, the company tried to expand into express freight shipping, placing Amtrak in competition with the "host" freight railroads and the trucking industry.

On March 9, 1999, Amtrak unveiled its plan for the Acela Express, a high-speed train on the Northeast Corridor between Washington, D.C. and Boston.{{Cite web |date=March 10, 1999 |title=Amtrak unveils high-speed shuttle trains for busy travelers – Service between Boston, Washington is designed to compete with airlines |url=http://www.highbeam.com/doc/1P2-6680582.html |url-status=dead |archive-url=https://web.archive.org/web/20121026120641/http://www.highbeam.com/doc/1P2-6680582.html |archive-date=October 26, 2012 |access-date=August 29, 2009 |website=Milwaukee Journal Sentinel}}{{Cite news |date=March 9, 1999 |title=Amtrak To Unveil High-Speed Service |agency=Associated Press |url=http://www.highbeam.com/doc/1P1-23407520.html |url-status=dead |access-date=August 29, 2009 |archive-url=https://web.archive.org/web/20121026120633/http://www.highbeam.com/doc/1P1-23407520.html |archive-date=October 26, 2012}} Several changes were made to the corridor to make it suitable for higher-speed electric trains. The Northend Electrification Project extended existing electrification from New Haven, Connecticut, to Boston to complete the overhead power supply along the {{convert|454|mi|adj=on}} route, and several grade crossings were improved or removed.{{cite magazine |date=June 1, 1999 |title=At-grade crossings: Innovation, safety, sophisticated new technology |url=http://www.accessmylibrary.com/coms2/summary_0286-31928865_ITM |magazine=Railway Track and Structures |access-date=August 29, 2009}}{{Cite book |last=Public Archaeology Laboratory |url=http://www.palinc.com/sites/default/files/publications/Amtrak_History.pdf |title=Amtrak's High Speed Rail Program, New Haven to Boston: History and Historic Resources |publisher=National Railroad Passenger Corporation (Amtrak) |year=2001 |access-date=January 23, 2023 |archive-date=October 5, 2022 |archive-url=https://web.archive.org/web/20221005033406/https://www.palinc.com/sites/default/files/publications/Amtrak_History.pdf |url-status=dead }}{{clear}}

File:The_Sunday_Morning_Cardinal.jpg diesel locomotives lead the Cardinal in 2006. In the 21st century, Amtrak replaced the F40PH with the Genesis series]]

Ridership increased during the first decade of the 21st century after the implementation of capital improvements in the NEC and rises in automobile fuel costs. The inauguration of the high-speed Acela in late 2000 generated considerable publicity and led to major ridership gains. However, through the late 1990s and very early 21st century, Amtrak could not add sufficient express freight revenue or cut sufficient other expenditures to break even. By 2002, it was clear that Amtrak could not achieve self-sufficiency, but Congress continued to authorize funding and released Amtrak from the requirement.{{cite news |first=Alan |last=Wirzbicki |title=Senate votes to increase funding for Amtrak service |url=https://www.boston.com/news/nation/washington/articles/2007/10/31/senate_votes_to_increase_funding_for_amtrak_service?mode=PF |work=The Boston Globe |date=October 31, 2007 |access-date=June 12, 2008 |archive-date=September 23, 2009 |archive-url=https://web.archive.org/web/20090923101330/http://www.boston.com/news/nation/washington/articles/2007/10/31/senate_votes_to_increase_funding_for_amtrak_service?mode=PF |url-status=dead}} In early 2002, David L. Gunn replaced Warrington as seventh president. In a departure from his predecessors' promises to make Amtrak self-sufficient in the short term, Gunn argued that no form of passenger transportation in the United States is self-sufficient as the economy is currently structured.{{cite speech|title=Testimony of David Gunn Before Senate Committee on Appropriations Subcommittee on Transportation and Related Agencies |first=David L. |last=Gunn |date=June 20, 2002 |location=Senate Committee on Appropriations Subcommittee on Transportation and Related Agencies |url=http://www.amtrak.com/servlet/ContentServer?pagename=Amtrak/am2Copy/Simple_Copy_Page&cid=1081442674364&c=am2Copy&ssid=172 |access-date=June 12, 2008 |url-status=dead |archive-url=https://web.archive.org/web/20120627100644/https://www.amtrak.com/servlet/ContentServer?pagename=Amtrak%2Fam2Copy%2FSimple_Copy_Page&cid=1081442674364&c=am2Copy&ssid=172 |archive-date=June 27, 2012}} Highways, airports, and air traffic control all require large government expenditures to build and operate, coming from the Highway Trust Fund and Aviation Trust Fund paid for by user fees, highway fuel and road taxes, and, in the case of the General Fund, from general taxation.{{cite news |first=Jason |last=Szep |title=Q&A with Amtrak President Alex Kummant |url=https://www.reuters.com/article/inDepthNews/idUSSIB27628520080612?sp=true |work=Reuters |date=June 12, 2008 |access-date=June 14, 2008 |archive-date=January 11, 2009 |archive-url=https://web.archive.org/web/20090111164033/http://www.reuters.com/article/inDepthNews/idUSSIB27628520080612?sp=true |url-status=live}} Gunn dropped most freight express business and worked to eliminate deferred maintenance.{{cite journal |date=Spring–Summer 2005 |title=Amtrak President David Gunn Lectures at UIUC |journal=CEE Alumni Association Newsletter, Online Edition |publisher=CEE Alumni Association |location=University of Illinois at Urbana-Champaign |url=http://cee.uiuc.edu/alumni/newsletter/p08_krambles.aspx |access-date=June 12, 2008 |archive-url=https://web.archive.org/web/20070825052747/http://cee.uiuc.edu/alumni/newsletter/p08_krambles.aspx |archive-date=August 25, 2007}}

File:Amtrakcropped.jpg

A plan by the Bush administration "to privatize parts of the national passenger rail system and spin off other parts to partial state ownership" provoked disagreement within Amtrak's board of directors. Late in 2005, Gunn was fired.{{cite news |title=Amtrak's President Is Fired by Its Board |first=Matthew |last=Wald |url=https://www.nytimes.com/2005/11/09/national/09cnd-amtrak.html |newspaper=The New York Times |date=November 9, 2005 |access-date=May 14, 2015}} Gunn's replacement, Alexander Kummant (2006–08), was committed to operating a national rail network, and like Gunn, opposed the notion of putting the Northeast Corridor under separate ownership. He said that shedding the system's long-distance routes would amount to selling national assets that are on par with national parks, and that Amtrak's abandonment of these routes would be irreversible. In late 2006, Amtrak unsuccessfully sought annual congressional funding of $1 billion for ten years. In early 2007, Amtrak employed 20,000 people in 46 states and served 25 million passengers a year, its highest number since its founding in 1970. Politico noted a key problem: "the rail system chronically operates in the red. A pattern has emerged: Congress overrides cutbacks demanded by the White House and appropriates enough funds to keep Amtrak from plunging into insolvency. But, Amtrak advocates say, that is not enough to fix the system's woes."{{cite web |title=A Younger Biden Goes the Extra Miles for Amtrak |first=Andrew |last=Glass |url=http://www.politico.com/news/stories/0207/2672.html |website=Politico |date=February 7, 2007 |access-date=May 11, 2015 |archive-date=June 3, 2015 |archive-url=https://web.archive.org/web/20150603012144/http://www.politico.com/news/stories/0207/2672.html |url-status=live}}

Joseph H. Boardman replaced Kummant as president and CEO in late 2008.

File:Acela_old_saybrook_ct_summer2011.jpg at Old Saybrook, Connecticut, in 2011]]

In 2011, Amtrak announced its intention to improve and expand the high-speed rail corridor from Penn Station in NYC, under the Hudson River in new tunnels, and double-tracking the line to Newark, NJ, called the Gateway Program, initially estimated to cost $13.5 billion (equal to ${{Inflation|index=US|value=13.5|start_year=2011}} billion in {{Inflation/year|index=US}}).{{Cite news |last=Frassinelli |first=Mike |title=N.J. senators, Amtrak official to announce new commuter train tunnel project across the Hudson |newspaper=The Star-Ledger |date=February 6, 2011 |url=http://www.nj.com/news/index.ssf/2011/02/nj_senators_to_announce_new_co.html |access-date=February 7, 2011 |archive-url=https://wayback.archive-it.org/all/20110207232224/http://www.nj.com/news/index.ssf/2011/02/nj_senators_to_announce_new_co.html |archive-date=February 7, 2011 |url-status=live}}{{cite web |title=Gateway Project |website=Amtrak |date=February 2011 |url=http://lautenberg.senate.gov/assets/Gateway.pdf |access-date=February 7, 2011 |archive-url=https://web.archive.org/web/20110207210953/http://lautenberg.senate.gov/assets/Gateway.pdf |archive-date=February 7, 2011 |url-status=dead}}{{cite news |last1=Fleisher |first1=Liza |last2=Grossman |first2=Andrew |title=Amtrak's Plan For New Tunnel Gains Support |newspaper=The Wall Street Journal |date=February 8, 2011 |url=https://www.wsj.com/articles/SB10001424052748704422204576130673174593178 |access-date=August 28, 2011 |archive-date=July 12, 2015 |archive-url=https://web.archive.org/web/20150712035617/http://www.wsj.com/articles/SB10001424052748704422204576130673174593178 |url-status=live}}

From May 2011 to May 2012, Amtrak celebrated its 40th anniversary with festivities across the country that started on National Train Day (May 7, 2011). A commemorative book entitled Amtrak: An American Story was published, a documentary was created, six locomotives were painted in Amtrak's four prior paint schemes, and an Exhibit Train toured the country visiting 45 communities and welcoming more than 85,000 visitors.{{cite web |last=National Railroad |title=Bulletin Board (40th Anniversary Train Ends U.S.) |url=http://www.amtrak.com/ccurl/779/31/Amtrak-Ink-0612.pdf |url-status=dead |archive-url=https://web.archive.org/web/20121108035801/http://www.amtrak.com/ccurl/779/31/Amtrak-Ink-0612.pdf |archive-date=November 8, 2012 |access-date=July 30, 2012 |work=Amtrak Ink |publisher=National Railroad Passenger Corporation}}

After years of almost revolving-door CEOs at Amtrak, in December 2013, Boardman was named "Railroader of the Year" by Railway Age magazine, which noted that with over five years in the job, he is the second-longest serving head of Amtrak since it was formed more than 40 years ago.{{cite web |url=http://www.railwayage.com/index.php/passenger/intercity/amtrak-president-and-ceo-joe-boardman-named-railroader-of-the-year.html |title=Amtrak President and CEO Joe Boardman named Railroader of the Year |first=William C. |last=Vantuono |date=December 9, 2013 |website=Railway Age |access-date=April 12, 2014 |archive-date=February 2, 2014 |archive-url=https://web.archive.org/web/20140202104135/http://www.railwayage.com/index.php/passenger/intercity/amtrak-president-and-ceo-joe-boardman-named-railroader-of-the-year.html |url-status=live}} On December 9, 2015, Boardman announced in a letter to employees that he would be leaving Amtrak in September 2016. He had advised the Amtrak Board of Directors of his decision the previous week. On August 19, 2016, the Amtrak Board of Directors named former Norfolk Southern Railway President & CEO Charles "Wick" Moorman as Boardman's successor with an effective date of September 1, 2016.{{cite web |url=http://media.amtrak.com/2016/08/amtrak-names-industry-veteran-wick-moorman-president-and-chief-executive-officer/ |title=Amtrak Names Industry Veteran Wick Moorman President and Chief Executive Officer |website=Amtrak Media |date=August 19, 2016 |access-date=September 1, 2016 |archive-date=September 21, 2016 |archive-url=https://web.archive.org/web/20160921205206/http://media.amtrak.com/2016/08/amtrak-names-industry-veteran-wick-moorman-president-and-chief-executive-officer/ |url-status=live}} During his term, Moorman took no salary{{cite news |last1=McGeehan |first1=Patrick |title=Amtrak Picks Delta's Former Chief to Lead It Through Challenging Time |url=https://www.nytimes.com/2017/06/26/nyregion/amtrak-ceo-richard-anderson.html |work=The New York Times |date=June 26, 2017 |access-date=June 27, 2017 |archive-date=June 26, 2017 |archive-url=https://web.archive.org/web/20170626233736/https://www.nytimes.com/2017/06/26/nyregion/amtrak-ceo-richard-anderson.html |url-status=live }} and said that he saw his role as one of a "transitional CEO" who would reorganize Amtrak before turning it over to new leadership.

On November 17, 2016, the Gateway Program Development Corporation (GDC) was formed for the purpose of overseeing and effectuating the rail infrastructure improvements known as the Gateway Program.{{cite web |url=http://www.gatewayprogram.org/content/dam/nec/18-1-18_GDC-AnnualReport_LR.pdf |title=Gateway Program Overview |date=December 9, 2018 |website=Gatewayprogram.org |access-date=December 9, 2018 |archive-date=February 3, 2019 |archive-url=https://web.archive.org/web/20190203193731/http://gatewayprogram.org/content/dam/nec/18-1-18_GDC-AnnualReport_LR.pdf |url-status=live }} GDC is a partnership of the States of New York and New Jersey and Amtrak. The Gateway Program includes the Hudson Tunnel Project, to build a new tunnel under the Hudson River and rehabilitate the existing century-old tunnel, and the Portal North Bridge, to replace a century-old moveable bridge with a modern structure that is less prone to failure. Later projects of the Gateway Program, including the expansion of track and platforms at Penn Station New York, construction of the Bergen Loop and other improvements will roughly double capacity for Amtrak and NJ Transit trains in the busiest, most complex section of the Northeast Corridor.{{cite web |url=http://www.gatewayprogram.org/content/dam/nec/18-1-18_GDC-AnnualReport_LR.pdf |title=Gateway Program Overview |date=December 9, 2018 |website=Gatewayprogram.org |access-date=December 9, 2018 |archive-date=February 3, 2019 |archive-url=https://web.archive.org/web/20190203193731/http://gatewayprogram.org/content/dam/nec/18-1-18_GDC-AnnualReport_LR.pdf |url-status=live}}

In June 2017, it was announced that former Delta and Northwest Airlines CEO Richard Anderson would become Amtrak's next President & CEO. Anderson began the job on July 12, assuming the title of President immediately and serving alongside Moorman as "co-CEOs" until the end of the year. On April 15, 2020, Atlas Air Chairman, President and CEO William Flynn was named Amtrak President and CEO. In addition to Atlas Air, Flynn has held senior roles at CSX Transportation, SeaLand Services and GeoLogistics Corp. Anderson would remain with Amtrak as a senior advisor until December 2020.{{cite web |url=http://media.amtrak.com/2020/03/amtrak-names-william-flynn-as-ceo-and-president/ |title=Amtrak Names William Flynn as CEO and President |date=March 2, 2020 |website=Amtrak |access-date=June 9, 2020 |archive-date=June 9, 2020 |archive-url=https://web.archive.org/web/20200609184253/https://media.amtrak.com/2020/03/amtrak-names-william-flynn-as-ceo-and-president/ |url-status=live}}

As Amtrak approached profitability in 2020, the company undertook planning to expand and create new intermediate-distance corridors across the country. Included were several new services in Ohio, Tennessee, Colorado, and Minnesota, among other states.{{cite news |last1=McMurtry |first1=Ian |title=Amtrak 2035: Does Amtrak Finally Have a Strong Plan Against Airlines? |url=https://airlinegeeks.com/2020/10/24/amtrak-2035-does-amtrak-finally-have-a-strong-plan-against-airlines/ |access-date=February 7, 2021 |agency=Airline Geeks |date=October 24, 2020 |archive-date=December 5, 2020 |archive-url=https://web.archive.org/web/20201205153638/https://airlinegeeks.com/2020/10/24/amtrak-2035-does-amtrak-finally-have-a-strong-plan-against-airlines/ |url-status=live}}{{cite news |last1=Anderson |first1=Eric |title=Amtrak route restructure targets new corridors |url=https://www.timesunion.com/business/article/Amtrak-route-restructure-targets-new-corridors-15928591.php |access-date=February 7, 2021 |agency=Times Union |date=February 5, 2021 |archive-date=February 7, 2021 |archive-url=https://web.archive.org/web/20210207142800/https://www.timesunion.com/business/article/Amtrak-route-restructure-targets-new-corridors-15928591.php |url-status=live}}

During the COVID-19 pandemic, Amtrak continued operating as an essential service. It started requiring face coverings the week of May 17, and limited sales to 50% of capacity.{{cite web |url=https://www.bostonglobe.com/2020/05/07/metro/amtrak-will-require-passengers-wear-face-coverings-starting-next-week/ |title=Amtrak will require passengers to wear face coverings starting next week |website=Boston Globe.com |date=May 7, 2020 |access-date=July 24, 2020 |archive-date=July 24, 2020 |archive-url=https://web.archive.org/web/20200724172320/https://www.bostonglobe.com/2020/05/07/metro/amtrak-will-require-passengers-wear-face-coverings-starting-next-week/ |url-status=live}} Most long-distance routes were reduced to three weekly round trips in October 2020.{{cite news |last1=Lewis |first1=Shanna |title=Coronavirus Service Cuts For Amtrak Trains Are Hurting The Local Economy And Traditions In Southern Colorado |url=https://www.cpr.org/2020/10/09/coronavirus-amtrak-service-cutshurting-souther-colorado-economy-traditions/ |access-date=October 11, 2020 |website=KRCC |date=October 9, 2020 |archive-date=October 21, 2020 |archive-url=https://web.archive.org/web/20201021164714/https://www.cpr.org/2020/10/09/coronavirus-amtrak-service-cutshurting-souther-colorado-economy-traditions/ |url-status=live}}{{cite web |url=https://www.amtrak.com/alert/tri-weekly-long-distance-schedules.html |title=Long Distance Schedules Change to Tri-Weekly |date=August 2020 |website=Amtrak |url-status=dead |archive-url=https://web.archive.org/web/20200923225950/https://www.amtrak.com/alert/tri-weekly-long-distance-schedules.html |archive-date=September 23, 2020}}

In March 2021, following President Joe Biden's American Jobs Plan announcement, Amtrak CEO Bill Flynn outlined a proposal called Amtrak Connects US that would expand state-supported intercity corridors with an infusion of upfront capital assistance.{{cite web |last=Sobol |first=Evan |title=Amtrak announces 'Connects US' plan to grow rail services over next 15 years |url=https://www.foxcarolina.com/amtrak-announces-connects-us-plan-to-grow-rail-services-over-next-15-years/article_1cefd7a5-e294-57a9-810c-b15c6ef6916c.html |access-date=April 1, 2021 |website=FOX Carolina |language=en |archive-date=April 14, 2021 |archive-url=https://web.archive.org/web/20210414144513/https://www.foxcarolina.com/amtrak-announces-connects-us-plan-to-grow-rail-services-over-next-15-years/article_1cefd7a5-e294-57a9-810c-b15c6ef6916c.html |url-status=live}}{{cite web|title=Invest in America. Invest in Amtrak|url=https://www.amtrakconnectsus.com/|access-date=April 1, 2021|website=Amtrak Connects US|language=en-US|archive-date=April 1, 2021|archive-url=https://web.archive.org/web/20210401154844/https://www.amtrakconnectsus.com/|url-status=live}} This would expand service to cities including Las Vegas, Phoenix, Baton Rouge, Nashville, Chattanooga, Louisville, Columbus (Ohio), Wilmington (North Carolina), Cheyenne, Montgomery, Concord, and Scranton.{{cite news|url=https://www.npr.org/2021/04/06/984464351/as-biden-pushes-major-rail-investments-rail-amtraks-2035-map-has-people-talking|title=As Biden Pushes Major Rail Investments, Amtrak's 2035 Map Has People Talking|work=NPR|date=April 6, 2021|last=Wamsley|first=Laurel|access-date=May 22, 2021|archive-date=May 22, 2021|archive-url=https://web.archive.org/web/20210522233332/https://www.npr.org/2021/04/06/984464351/as-biden-pushes-major-rail-investments-rail-amtraks-2035-map-has-people-talking|url-status=live}} Also in March 2021, Amtrak announced plans to return 12 of its long-distance routes to daily schedules later in the spring.{{cite news|url=https://media.amtrak.com/2021/03/with-increased-demand-and-congressional-funding-amtrak-restores-12-long-distance-routes-to-daily-service/|title=With Increased Demand and Congressional Funding, Amtrak Restores 12 Long Distance Routes to Daily Service|date=March 10, 2021|website=Amtrak|access-date=April 11, 2021|archive-date=October 12, 2021|archive-url=https://web.archive.org/web/20211012085947/https://media.amtrak.com/2021/03/with-increased-demand-and-congressional-funding-amtrak-restores-12-long-distance-routes-to-daily-service/|url-status=live}} Most of these routes were restored to daily service in late-May 2021.{{cite news |title=Amtrak restores long-distance service on routes following COVID cutbacks |url=https://www.usatoday.com/story/travel/news/2021/05/25/amtrak-train-long-distance-service-restored-covid-cutbacks/7426411002/ |access-date=July 10, 2021 |work=USA TODAY |archive-date=January 14, 2022 |archive-url=https://web.archive.org/web/20220114210138/https://www.usatoday.com/story/travel/news/2021/05/25/amtrak-train-long-distance-service-restored-covid-cutbacks/7426411002/ |url-status=live}} However, a resurgence of the virus caused by the Omicron variant caused Amtrak to modify and/or suspend many of these routes again from January to March 2022.{{cite news |title=Amtrak to decrease service on most routes Jan. 24 to March 27 |url=https://www.trains.com/trn/news-reviews/news-wire/amtrak-to-decrease-service-on-most-routes-jan-24-to-march-27/ |access-date=January 26, 2022 |work=Trains |archive-date=January 25, 2022 |archive-url=https://web.archive.org/web/20220125210438/https://www.trains.com/trn/news-reviews/news-wire/amtrak-to-decrease-service-on-most-routes-jan-24-to-march-27/ |url-status=live }}

Stephen Gardner, a former Amtrak intern and longtime executive, became the company's CEO in January 2022. He resigned abruptly on March 19, 2025 amid reports that the Trump administration had pressured him to step down.{{Cite web |last=Grantham-Philips |first=Wyatte |date=2025-03-20 |title=Amtrak CEO abruptly resigns from the nation's passenger railroad |url=https://apnews.com/article/amtrak-gardner-ceo-resigns-musk-a57e28dfe402dabe3fad68294c1e6818 |access-date=2025-05-26 |website=AP News |language=en}} Earlier that month, Trump advisor Elon Musk had expressed an intention to privatize Amtrak.{{cite news

| last = Shepardson

| first = David

| title = Elon Musk says Post Office, Amtrak should be privatized

| work = Reuters

| date = March 6, 2025

| url = https://www.reuters.com/world/us/elon-musk-says-post-office-amtrak-should-be-privatized-2025-03-05/

| access-date = March 20, 2025}}

File:Moynihan Train Hall interior.jpg at Penn Station, Amtrak's busiest station by boardings]]

File:Chicago Union Station, Great Hall.jpg, Amtrak's busiest station not on the Northeast Corridor and main hub for long-distance services.]]

{{Main|List of Amtrak routes|List of busiest Amtrak stations|List of major cities in the United States lacking inter-city rail service}}

Amtrak is required by law to operate a national route system.Amtrak Reform and Accountability Act of 1997. 105th Cong., Senate Report 105-85 (September 24, 1997). Amtrak has presence in 46 of the 48 contiguous states, as well as the District of Columbia (with only thruway connecting services in Wyoming and no services in South Dakota). Amtrak services fall into three groups: short-haul service on the Northeast Corridor, state-supported short-haul service outside the Northeast Corridor, and medium- and long-haul service known within Amtrak as the National Network. Amtrak receives federal funding for the vast majority of its operations including the central spine of the Northeast Corridor as well as for its National Network routes. In addition to the federally funded routes, Amtrak partners with transportation agencies in 18 states to operate other short and medium-haul routes outside of the Northeast Corridor, some of which connect to it or are extensions from it. In addition to its inter-city services, Amtrak also operates commuter services under contract for three public agencies: the MARC Penn Line in Maryland, Shore Line East in Connecticut,{{cite web |title=Shore Line East |url=https://portal.ct.gov/DOT/Traveler/Rail/SLE |access-date=June 19, 2022 |website=CT.gov - Connecticut's Official State Website |language=en |archive-date=October 5, 2022 |archive-url=https://web.archive.org/web/20221005211910/https://portal.ct.gov/DOT/Traveler/Rail/SLE |url-status=live }} and Metrolink in Southern California.

Service on the Northeast Corridor (NEC), between Boston, and Washington, D.C., as well as between Philadelphia and Harrisburg, is powered by overhead lines; for the rest of the system, diesel-fueled locomotives are used. Routes vary widely in the frequency of service, from three-days-a-week trains on the Sunset Limited to several times per hour on the Northeast Corridor.{{cite web |url=http://www.amtrak.com/train-schedules-timetables |title=Amtrak Train Schedules, Timetables |website=Amtrak.com |access-date=November 23, 2012 |archive-date=November 23, 2012 |archive-url=https://web.archive.org/web/20121123035314/http://www.amtrak.com/train-schedules-timetables |url-status=live}} For areas not served by trains, Amtrak Thruway routes provide guaranteed connections to trains via buses, vans, ferries and other modes.{{cite web |title=Amtrak Thruway Connecting Services Multiply Your Travel Destinations |url=https://www.amtrak.com/thruway-connecting-services-multiply-your-travel-destinations |url-status=live |archive-url=https://web.archive.org/web/20180404220008/http://www.amtrak.com/thruway-connecting-services-multiply-your-travel-destinations |archive-date=April 4, 2018 |access-date=October 2, 2021 |website=Amtrak |language=en}}

The most popular and heavily used services are those running on the NEC, including the Acela and Northeast Regional. The NEC runs between Boston and Washington, D.C. via New York City and Philadelphia. Some services continue into Virginia. The NEC services accounted for 4.4 million of Amtrak's 12.2 million passengers in fiscal year 2021. Outside the NEC the most popular services are the short-haul corridors in California, the Pacific Surfliner, Capitol Corridor, and San Joaquins, which are supplemented by an extensive network of connecting buses. Together the California corridor trains accounted for a combined 2.35 million passengers in fiscal year 2021. Other popular routes include the Empire Service between New York City and Niagara Falls, via Albany and Buffalo, which carried 613.2 thousand passengers in fiscal year 2021, and the Keystone Service between New York City and Harrisburg via Philadelphia that carried 394.3 thousand passengers that same year.

File:South Station Tower arches Jan 2025.jpg, the northern end of the Northeast Corridor]]

Four of the six busiest stations by boardings are on the NEC: New York Penn Station (first), Washington Union Station (second), Philadelphia 30th Street Station (third), and Boston South Station (fifth). The other two are Chicago Union Station (fourth) and Los Angeles Union Station (sixth).

On-time performance is calculated differently for airlines than for Amtrak. A plane is considered on-time if it arrives within 15 minutes of the schedule. Amtrak uses a sliding scale, with trips under {{convert|250|mi}} considered late if they are more than 10 minutes behind schedule, up to 30 minutes for trips over {{convert|551|mi}} in length.

Outside the Northeast Corridor and stretches of track in Southern California and Michigan, most Amtrak trains run on tracks owned and operated by privately owned freight railroads. BNSF is the largest host to Amtrak routes, with 6.3 million train-miles. Freight rail operators are required under federal law to give dispatching preference to Amtrak trains. However, Amtrak has accused freight railroads of violating or skirting these regulations, resulting in passenger trains waiting for freight traffic to clear the track.

The railroads' dispatching practices were investigated in 2008,{{cite web |url=http://www.oig.dot.gov/library-item/3874 |title=Root Causes of Amtrak Train Delays |date=September 8, 2008 |publisher=U.S. Department of Transportation |access-date=February 4, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100526202602/http://www.oig.dot.gov/library-item/3874 |archive-date=May 26, 2010}} resulting in stricter laws about train priority. Subsequently, Amtrak's overall on-time performance went up from 74.7% in fiscal 2008 to 84.7% in 2009, with long-distance trains and others outside the NEC seeing the greatest benefit. The Missouri River Runner jumped from 11% to 95%, becoming one of Amtrak's best performers. The Texas Eagle went from 22.4% to 96.7%, and the California Zephyr, with a 5% on-time record in 2008, went up to 78.3%.{{cite web |url=http://www.amtrak.com/servlet/BlobServer?blobcol=urldata&blobtable=MungoBlobs&blobkey=id&blobwhere=1249203347496&blobheader=application%2Fpdf&blobheadername1=Content-disposition&blobheadervalue1=attachment;filename=Amtrak_0909monthly.pdf |title=Monthly Performance Report for September 2009 |date=December 31, 2009 |website=Amtrak |access-date=February 4, 2010 |archive-date=November 6, 2010 |archive-url=https://web.archive.org/web/20101106143804/http://www.amtrak.com/servlet/BlobServer?blobcol=urldata&blobtable=MungoBlobs&blobkey=id&blobwhere=1249203347496&blobheader=application%2Fpdf&blobheadername1=Content-disposition&blobheadervalue1=attachment;filename=Amtrak_0909monthly.pdf |url-status=live}} However, this improved performance coincided with a general economic downturn, resulting in the lowest freight-rail traffic volumes since at least 1988, meaning less freight traffic to impede passenger traffic.{{cite web |url=http://www.calculatedriskblog.com/2010/01/rail-traffic-in-2009-lowest-since-at.html |title=Rail Traffic in 2009: Lowest since at least 1988 |date=January 13, 2010 |website=Calculated Risk |access-date=February 7, 2010| archive-url=https://web.archive.org/web/20100117181110/http://www.calculatedriskblog.com/2010/01/rail-traffic-in-2009-lowest-since-at.html| archive-date=January 17, 2010 |url-status=live}}

In 2018, Amtrak began issuing report cards, grading each host railroad similar to students, based on the railroad's impact to on-time performance. The first report card, issued in March 2018, includes one A (given to Canadian Pacific) and two Fs (given to Canadian National and Norfolk Southern).{{Cite news|url=https://www.freightwaves.com/news/amtrak-report-card-freight-railroads|title=Amtrak's initial report card on freight railroads ranges from A to a pair of F's|last=Kingston|first=John|date=March 26, 2018|work=Freight Waves|access-date=July 30, 2018|language=en-US|archive-date=July 30, 2018|archive-url=https://web.archive.org/web/20180730110258/https://www.freightwaves.com/news/amtrak-report-card-freight-railroads|url-status=live}}{{cite web |title=Freight Delays and Your Amtrak Service |url=https://www.amtrak.com/about-amtrak/on-time-performance.html |website=Amtrak |access-date=July 30, 2020 |archive-date=June 13, 2020 |archive-url=https://web.archive.org/web/20200613114402/https://www.amtrak.com/about-amtrak/on-time-performance.html |url-status=live}} Amtrak's 2020 host report card gives Canadian Pacific and Canadian National an A, BNSF and CSX a B, Union Pacific a C+, and Norfolk Southern a D−.{{cite web |title=Amtrak Host Railroad Report Card 2021 |url=https://media.amtrak.com/wp-content/uploads/2022/03/Host-Railroad-Report-Card-2021-Final-v2.pdf |access-date=January 27, 2023 |archive-date=March 17, 2023 |archive-url=https://web.archive.org/web/20230317172324/https://media.amtrak.com/wp-content/uploads/2022/03/Host-Railroad-Report-Card-2021-Final-v2.pdf |url-status=live }} Amtrak's 2023 host report card gives Canadian Pacific Kansas City an A, CSX and Canadian National a B+, BNSF a B, Norfolk Southern a B-, and Union Pacific a C-.{{cite web |title=Amtrak Host Railroad Report Card 2023 |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/HostRailroadReports/Amtrak-2023-Host-Railroad-Report-Card.pdf |access-date=December 12, 2024}}

Amtrak's median on-time performance between 2018 and 2023 was 74.5%, reaching a high of 80% in 2020. It was highest on the Northeast Corridor (81.3%). The vast majority of hours of delay, about 57.5% on average, were caused by the host railroad. Long-distance routes performed similarly to the total weighted on time percentage.{{cite web |date= |title=Amtrak On-Time Performance Trends and Hours of Delay by Cause |url=https://www.bts.gov/content/amtrak-time-performance-trends-and-hours-delay-cause |url-status=live |access-date=November 9, 2024 |website=Bureau of Transportation Statistics |publisher=United States Department of Transportation |archive-date=November 9, 2024 |archive-url=https://web.archive.org/web/20241109133829/https://www.bts.gov/content/amtrak-time-performance-trends-and-hours-delay-cause }}

File:Annual Amtrak Ridership Graph thru FY2012.svg

Amtrak carried 15.8 million passengers in 1972, its first full year of operation.{{cite web |url=http://www.narprail.org/cms/index.php/resources/more/amtrak_ridership/ |title=Amtrak Ridership by Fiscal Year |work=NARP |access-date=July 10, 2015 |archive-url=https://web.archive.org/web/20120405094313/http://www.narprail.org/cms/index.php/resources/more/amtrak_ridership/ |archive-date=April 5, 2012 |url-status=dead}} Ridership has increased steadily ever since, carrying a record 32 million passengers in fiscal year (FY) 2019, more than double the total in 1972. For the fiscal year ending on September 30, 2020, Amtrak reported 16.8 million passengers, with the decline resulting from effects of the COVID-19 pandemic.{{cite web|url=https://media.amtrak.com/wp-content/uploads/2019/11/FY19-Year-End-Ridership.pdf|title=Amtrak FY19 Ridership|website=Amtrak|access-date=September 9, 2020|archive-date=May 28, 2021|archive-url=https://web.archive.org/web/20210528210432/https://media.amtrak.com/wp-content/uploads/2019/11/FY19-Year-End-Ridership.pdf|url-status=live}}{{cite web|url=http://media.amtrak.com/wp-content/uploads/2020/12/FY20-Year-End-Ridership.pdf|title=Amtrak Route Ridership {{!}} FY20 vs. FY19|website=Amtrak|access-date=May 2, 2021|quote=Fiscal year 2019 ridership previously reported as 32.5 millions has been decreased to 32.0 million to reflect an updated company definition of ridership|archive-date=May 17, 2021|archive-url=https://web.archive.org/web/20210517163829/https://media.amtrak.com/wp-content/uploads/2020/12/FY20-Year-End-Ridership.pdf|url-status=live}} FY 2021 saw ridership decrease more, with 12.2 million passengers reported. FY 2022 saw an increase to 22.9 million passengers, further increasing to 28.6 million passengers in FY 2023.{{cite web |last1=Weinberg |first1=Harrison |title=Capacity's impact shows in Amtrak's fiscal 2022 revenue and ridership: analysis |url=https://www.trains.com/trn/news-reviews/news-wire/capacitys-impact-shows-in-amtraks-fiscal-2022-revenue-and-ridership-analysis/ |website=Trains.com |publisher=Bob Johnston |access-date=November 10, 2022 |archive-date=November 10, 2022 |archive-url=https://web.archive.org/web/20221110182841/https://www.trains.com/trn/news-reviews/news-wire/capacitys-impact-shows-in-amtraks-fiscal-2022-revenue-and-ridership-analysis/ |url-status=live }}{{Cite web |last=Anderson |first=Kyle |date=November 30, 2023 |title=Amtrak Fiscal Year 2023: Ridership Exceeds Expectations as Demand for Passenger Rail Soars |url=https://media.amtrak.com/2023/11/amtrak-fiscal-year-2023-ridership-exceeds-expectations-as-demand-for-passenger-rail-soars/ |access-date=December 5, 2023 |website=Amtrak Media |language=en-US |archive-date=December 5, 2023 |archive-url=https://web.archive.org/web/20231205161942/https://media.amtrak.com/2023/11/amtrak-fiscal-year-2023-ridership-exceeds-expectations-as-demand-for-passenger-rail-soars/ |url-status=live }} In FY 2024, Amtrak's ridership increased to 32.8 million passengers, an all time record.{{Cite web |date=December 3, 2023 |title=Amtrak Sets All-Time Ridership Record in Fiscal Year 2024 |url=https://media.amtrak.com/2024/12/amtrak-sets-all-time-ridership-record-in-fiscal-year-2024/ |access-date=December 5, 2023 |website=Amtrak Media |language=en-US}}

Amtrak's loyalty program, Guest Rewards, is similar to the frequent-flyer programs of many airlines. Guest Rewards members accumulate points by riding Amtrak and through other activities, and can redeem these points for free Amtrak tickets and other rewards.

Amtrak offers the USA rail pass, valid for 10 segments (rides) in 30 days, and the California rail pass which is valid for 7 days of travel in a period of 21 days.{{cite web |title=Amtrak Multi-ride & Rail Passes |url=https://www.amtrak.com/multi-ride-rail-passes |website=Amtrak |access-date=March 27, 2024 |archive-date=March 27, 2024 |archive-url=https://web.archive.org/web/20240327044655/https://www.amtrak.com/multi-ride-rail-passes |url-status=live }}

File:A Lake Shore Limited train backing into Chicago Union Station.jpg Union Station]]

File:Busiest Amtrak Stations.webp

Along the NEC and in several other areas, Amtrak owns {{convert|730|mi}} including 17 tunnels consisting of {{convert|29.7|mi|km|sigfig=3}} of track, and 1,186 bridges consisting of {{convert|42.5|mi|km|sigfig=3}} of track. In several places, primarily in New England, Amtrak leases tracks, providing track maintenance and controlling train movements. Most often, these tracks are leased from state, regional, or local governments. The lines are further divided into services. Amtrak owns and operates the following lines:{{cite web|title=Amtrak's Track |website=Trains.com |url=http://www.trains.com/community/forum/topic.asp?TOPIC_ID=44882 |access-date=November 23, 2005}}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}

• Northeast Corridor: the Northeast Corridor between Washington, D.C., and Boston via Baltimore, Philadelphia, Newark, New York and Providence is largely owned by Amtrak (363 of 457 miles), working cooperatively with several state and regional commuter agencies.{{cite web |title=The Amtrak Vision for the Northeast Corridor: 2012 Update Report |url=http://www.amtrak.com/ccurl/453/325/Amtrak-Vision-for-the-Northeast-Corridor.pdf |website=Amtrak |date=July 17, 2012 |access-date=October 16, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20151230065625/https://www.amtrak.com/ccurl/453/325/Amtrak-Vision-for-the-Northeast-Corridor.pdf |archive-date=December 30, 2015}}{{cite news|last=Nussbaum|first=Paul|title=Amtrak's high-speed Northeast Corridor plan at $151 billion|url=http://articles.philly.com/2012-07-10/news/32602302_1_amtrak-president-joseph-boardman-acela-express-northeast-corridor|access-date=July 23, 2013|newspaper=The Inquirer|date=July 10, 2012|archive-date=March 23, 2016|archive-url=https://web.archive.org/web/20160323014313/http://articles.philly.com/2012-07-10/news/32602302_1_amtrak-president-joseph-boardman-acela-express-northeast-corridor|url-status=dead}} Between New Haven, Connecticut, and New Rochelle, New York, Northeast Corridor trains travel on the Metro-North Railroad's New Haven Line, which is owned and operated by the Connecticut Department of Transportation and the Metropolitan Transportation Authority.
• Keystone Corridor: Amtrak owns the 104.2-mile line from Philadelphia to Harrisburg, Pennsylvania. As a result of an investment partnership with the Commonwealth of Pennsylvania, signal and track improvements were completed in October 2006 that allow all-electric service with a top speed of {{convert|110|mph|km/h}} to run along the corridor.
• Empire Corridor: Amtrak owns the {{convert|11|mi|km|sigfig=2}} between New York Penn Station and Spuyten Duyvil, New York. In 2012, Amtrak leased the {{convert|94|mi|km|sigfig=3}} between Poughkeepsie, New York, and Schenectady, New York, from owner CSX.{{cite press release|title=Governor Cuomo Announces Hudson Rail Lease – Amtrak/CSX Deal Will Improve Passenger Service, Move Projects Forward|date=December 4, 2012|publisher=Amtrak|location=Albany, New York|url=http://www.amtrak.com/ccurl/13/26/Amtrak-CSX-Hudson-Line-Release-ATK-12-126.pdf|access-date=December 5, 2012|url-status=dead|archive-url=https://web.archive.org/web/20130330181753/http://www.amtrak.com/ccurl/13/26/Amtrak-CSX-Hudson-Line-Release-ATK-12-126.pdf|archive-date=March 30, 2013}} In addition, Amtrak owns the tracks across the Whirlpool Rapids Bridge and short approach sections near it.{{citation |title=STB Decision Docket No. AB 279 (Sub-No.6X) |url=http://www.stb.dot.gov/decisions/readingroom.nsf/fc695db5bc7ebe2c852572b80040c45f/9ad840a5d32369e285257a4f004b7211?OpenDocument |format=PDF |access-date=September 10, 2013 |archive-date=November 11, 2013 |archive-url=https://web.archive.org/web/20131111031221/http://www.stb.dot.gov/decisions/readingroom.nsf/fc695db5bc7ebe2c852572b80040c45f/9ad840a5d32369e285257a4f004b7211?OpenDocument |url-status=dead}}
• Michigan Line: Amtrak acquired the 98 miles of Porter, Indiana to Kalamazoo, Michigan section of the former Michigan Central main line from Conrail in 1976.
• New Haven–Springfield Line: Amtrak purchased the {{convert|62|mi|km}} between New Haven and Springfield from Penn Central in 1976.{{Sfn|Karr|2017|pp=86-87}}
• Post Road Branch: {{convert|12.42|mi|km|sigfig=4}}, Castleton-on-Hudson to Rensselaer, New York

In addition to these lines, Amtrak owns station and yard tracks in Chicago, Los Angeles, New Orleans, New York City, Oakland (Kirkham Street Yard),{{CA rail schematics}} Orlando, Portland, Oregon, Seattle, Philadelphia, and Washington, D.C. Amtrak leases station and yard tracks in Hialeah, near Miami, Florida, from the State of Florida.{{citation needed|date=July 2015}}

Amtrak owns New York Penn Station, Philadelphia 30th Street Station, Baltimore Penn Station and Providence Station. It also owns Chicago Union Station, formerly through a wholly owned subsidiary, the Chicago Union Station Company until absorbed by Amtrak in 2017. Through the Washington Terminal Company, in which it owns a 99.7 percent interest, it owns the rail infrastructure around Washington Union Station. It holds a 99% interest in 30th Street Limited, a partnership responsible for redeveloping the area in and around 30th Street Station.{{cite web|url=http://www.secinfo.com/dRqWm.3113.htm|title=SEC Info - A/P I Deposit Corp - 'S-3' on 1/11/02|website=secinfo.com|access-date=May 20, 2020|archive-date=September 4, 2009|archive-url=https://web.archive.org/web/20090904011845/http://www.secinfo.com/dRqWm.3113.htm|url-status=dead}} Amtrak also owns Passenger Railroad Insurance.{{cite web |title=Email FS - FY02 |url=http://www.amtrak.com/pdf/02financial.pdf |website=Amtrak |access-date=November 23, 2005 |archive-url=https://web.archive.org/web/20080624184931/http://www.amtrak.com/pdf/02financial.pdf |archive-date=June 24, 2008}}

{{See also|Long-distance Amtrak routes|label 1=Long Distance Service Line}}

Amtrak organizes its business into six "service lines", which are treated like divisions at most companies.{{Cite web |title=FY 2022-2027 Service and Asset Line Plans |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY22-27.pdf |location=Washington |publisher=Amtrak |access-date=January 27, 2023 |archive-date=April 12, 2022 |archive-url=https://web.archive.org/web/20220412012322/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY22-27.pdf |url-status=live }}

There are three operating service lines: Northeast Corridor, which operates Amtrak's high-speed Acela and Northeast Regional trains; State Supported, which provides service on corridor routes of less than 750 miles and are funded entirely by state governments since 2008;{{cite web | url= https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB1098 | title= Senate Floor Analysis -- An act to add Sections 14072.8 and 14072.10 to, and to add and repeal Section 14072.6 of, the Government Code, relating to transportation. | author= California State Senate Rules Committee | date= August 27, 2024 | publisher= California Office of Legislative Counsel | access-date= September 30, 2024 | archive-date= November 30, 2024 | archive-url= https://web.archive.org/web/20241130202055/https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202320240SB1098 | url-status= live }} and Long Distance, which operates routes over 750 miles and receives financial support from the federal government.

Additionally there are three service lines involved in activities other than operating Amtrak trains. They are: Ancillary, which includes operating commuter trains under contract, establishing Amtrak Thruway connecting services, operating charter trains, and hauling private railcars; Real Estate & Commercial which manages property owned by Amtrak, including leasing space to other businesses inside stations; and Infrastructure Access/Reimbursable which charges other railroads for access to Amtrak owned tracks and performs work that can be reimbursed by other railroads or state governments. Net revenue generated by these service lines is used to fund Amtrak's other operations.

{{Excerpt|List of Amtrak rolling stock}}

{{Stack|

File:Viewliner (13970131747).jpg sleeping car bedroom with the lower bed down]]

File:Amfleet (14156927994).jpg coach]]

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Amtrak offers four classes of service: First Class, First Class Sleeper Service, Business Class, and Coach Class:{{Cite web |title=Train Onboard Features & Amenities |url=https://www.amtrak.com/onboard |access-date=December 30, 2022 |website=Amtrak |language=en |archive-date=December 30, 2022 |archive-url=https://web.archive.org/web/20221230172604/https://www.amtrak.com/onboard |url-status=live }}

• First Class: First Class service is only offered on the Acela. Seats are larger than those of Business Class and come in a variety of seating styles (single, facing singles with table, double, facing doubles with table and wheelchair accessible). First Class is located in a separate car from business class and is located at the end of the train (to reduce the number of passengers walking in the aisles). A car attendant provides passengers with hot towel service, a complimentary meal and alcoholic beverages.{{Cite web |title=First Class Seating |url=https://www.amtrak.com/first-class-seat |access-date=December 30, 2022 |website=Amtrak |language=en |archive-date=December 30, 2022 |archive-url=https://web.archive.org/web/20221230172606/https://www.amtrak.com/first-class-seat |url-status=live }} First Class passengers have access to lounges located at most larger stations.
• First Class Sleeper Service: Private room accommodations on long-distance trains, including roomettes, bedrooms, bedroom suites, accessible bedrooms, and, on some trains, family bedrooms. Included in the price of a room are attendant service and on most routes, full hot meals. At night, attendants convert rooms into sleeping areas with fold-down beds and linens. Shower facilities with towels and bar soap are available. Complimentary juice, coffee and bottled water are included as well. Sleeper car passengers have access to all passenger facilities aboard the train and lounges located at select stations.
• Business Class: Business Class seating is offered on the Acela, Northeast Regional, many short-haul corridor trains and some long-distance trains. It is the standard class of service on the Acela. On all other trains where it is offered, Business Class is located in a dedicated car or section of the train. While the specific features vary by route, many include extra legroom and complimentary non-alcoholic drinks. Seats in business class recline and feature a fold-down tray table, footrest, individual reading light, and power outlet.{{Cite web |title=Business Class Seating |url=https://www.amtrak.com/business-class |access-date=December 30, 2022 |website=Amtrak |language=en}} Passengers have access to some lounges, but busier locations may exclude Business Class customers.
• {{anchor|quiet car}}Coach Class: Coach Class is the standard class of service on all Amtrak trains except the Acela. Seats in coach recline and feature a fold-down tray table, footrest, individual reading light, and power outlet. Coach cars on long-distance trains are configured with fewer seats per car so that passengers have additional legroom and seats which are equipped with leg rests.{{Cite web |title=Coach Class Seating on Reserved Services |url=https://www.amtrak.com/reserved-coach-class-seat |access-date=December 30, 2022 |website=Amtrak |language=en |archive-date=December 30, 2022 |archive-url=https://web.archive.org/web/20221230172607/https://www.amtrak.com/reserved-coach-class-seat |url-status=live }}{{Cite web |title=Coach Seating on Unreserved Services |url=https://www.amtrak.com/unreserved-coach-class-seat |access-date=December 30, 2022 |website=Amtrak |language=en |archive-date=December 30, 2022 |archive-url=https://web.archive.org/web/20221230172606/https://www.amtrak.com/unreserved-coach-class-seat |url-status=live }} Some corridor and short-distance trains have one coach car designated as a "quiet car" where loud conversation, phone calls, and sound played from electronic devices are not permitted.{{Cite web |title=Amtrak Quiet Car |url=https://www.amtrak.com/quiet-car |publisher=Amtrak |access-date=June 5, 2023 |archive-date=June 25, 2023 |archive-url=https://web.archive.org/web/20230625052110/https://www.amtrak.com/quiet-car |url-status=live }}{{Cite web |date=November 14, 2014 |title=Sound of Silence: The Amtrak Quiet Car |url=http://blog.amtrak.com/2014/11/sound-silence-amtrak-quiet-car/ |publisher=Amtrak |access-date=June 6, 2023 |archive-date=April 2, 2023 |archive-url=https://web.archive.org/web/20230402134013/https://blog.amtrak.com/2014/11/sound-silence-amtrak-quiet-car/ |url-status=dead }}

Amtrak first offered free Wi-Fi service to passengers aboard the Downeaster in 2008, the Acela and the Northeast Regional trains on the NEC in 2010, and the Amtrak Cascades in 2011. In February 2014, Amtrak rolled out Wi-Fi on corridor trains out of Chicago. When all the Midwest cars offer the AmtrakConnect service, about 85% of all Amtrak passengers nationwide will have Wi-Fi access.{{cite web|url=http://www.amtrak.com/journey-with-wi-fi-train-station|access-date=August 27, 2012|title=Journey with Wi-Fi|website=Amtrak|archive-date=August 28, 2012|archive-url=https://web.archive.org/web/20120828224128/http://www.amtrak.com/journey-with-wi-fi-train-station|url-status=live}}{{Cite press release|title=AmtrakConnect® Wi-Fi Coming To Midwest Corridors |date=December 19, 2013 |publisher=Amtrak|url=http://www.amtrak.com/ccurl/92/472/Amtrak-Midwest-Wi-Fi-ATK-13-154.pdf|archive-url=https://web.archive.org/web/20140203144227/http://www.amtrak.com/ccurl/92/472/Amtrak-Midwest-Wi-Fi-ATK-13-154.pdf|archive-date=February 3, 2014}} {{as of|2014}}, most Amtrak passengers have access to free Wi-Fi. The service has developed a reputation for being unreliable and slow due to its cellular network connection;{{cite news| url=https://www.economist.com/blogs/gulliver/2011/12/wireless-internet-amtrak| title=Wi-Fi should actually work| newspaper=The Economist| date=December 20, 2011| access-date=July 13, 2017| archive-date=July 2, 2017| archive-url=https://web.archive.org/web/20170702111913/http://www.economist.com/blogs/gulliver/2011/12/wireless-internet-amtrak| url-status=live}}{{cite news |last1=Nixon |first1=Ron |title=Wi-Fi and Amtrak: Missed Connections |url=https://www.nytimes.com/2012/06/03/travel/wi-fi-and-amtrak-missed-connections.html |work=The New York Times |date=May 30, 2012 |access-date=February 14, 2017 |archive-date=December 14, 2016 |archive-url=https://web.archive.org/web/20161214092806/http://www.nytimes.com/2012/06/03/travel/wi-fi-and-amtrak-missed-connections.html |url-status=live }} on some routes it is usually unusable, either freezing on the login page or, if it manages to log in, failing to provide any internet bandwidth.

Routes with Wi-Fi are typical on routes running east of the Mississippi River and the US Coastlines. West–east routes such as Sunset Limited, Southwest Chief and Texas Eagle notably lacks Wi-Fi whether through Amtrak or using a private hotspot, as cell towers are not common on the rail paths through desert and mountain wilderness.{{cite web |last1=Robbins |first1=Jill |title=I spent 8 hours on Amtrak's Texas Eagle for $47... |url=https://www.insider.com/what-its-like-taking-amtrak-through-texas-san-antonio-alpine-2022-7#there-was-no-wifi-on-board-and-i-didnt-have-cell-service-for-half-of-the-journey-7 |website=Business Insider |publisher=Insider |access-date=September 14, 2023 |ref=WiFiInsider}}{{cite web |last1=Robbins |first1=Jill |title=9 Things I Wish I Knew Before I Booked An Amtrak Sleeper Car |url=https://www.travelawaits.com/2756688/amtrak-sleeper-car-things-to-know-before-you-book/ |website=Travel Awaits |date=May 14, 2022 |publisher=Quillt |access-date=September 14, 2023 |ref=WiFiQuillt |archive-date=November 5, 2023 |archive-url=https://web.archive.org/web/20231105203031/https://www.travelawaits.com/2756688/amtrak-sleeper-car-things-to-know-before-you-book/ |url-status=live }}

Amtrak launched an e-ticketing system on the Downeaster in November 2011{{cite news |last=Billings |first=Randy |date=November 11, 2011 |title=Amtrak Downeaster rolls out electronic tickets, improved Wi-Fi |newspaper=Sun Journal |url=http://www.sunjournal.com/news/business/2011/11/11/amtrak-downeaster-rolls-out-electronic-tickets-improved-wi-fi/1113947 |url-status=dead |access-date=November 12, 2011 |archive-url=https://web.archive.org/web/20130921053856/http://www.sunjournal.com/news/business/2011/11/11/amtrak-downeaster-rolls-out-electronic-tickets-improved-wi-fi/1113947 |archive-date=September 21, 2013}} and rolled it out nationwide on July 30, 2012. Amtrak officials said the system gives "more accurate knowledge in realtime of who is on the train which greatly improves the safety and security of passengers; en route reporting of onboard equipment problems to mechanical crews which may result in faster resolution of the issue; and more efficient financial reporting".{{cite web |last=National Railroad Passenger Corporation |title=eTickets Now Accepted on Every Amtrak Train |url=http://www.amtrak.com/ccurl/197/699/eTickets-Now-Accepted-on-Every-Amtrak-Trains-ATK-12-069.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120804023234/http://www.amtrak.com/ccurl/197/699/eTickets-Now-Accepted-on-Every-Amtrak-Trains-ATK-12-069.pdf |archive-date=August 4, 2012 |access-date=July 30, 2012 |work=Amtrak News Release (30 July 2012) |publisher=National Railroad Passenger Corporation}}

File:Viewliner 61049 on Amtrak train 66 at New London Union Station, September 2016.JPG baggage car at New London in 2016]]

Amtrak allows carry-on baggage on all routes; services with baggage cars allow checked baggage at selected stations.{{cite web |url=https://www.amtrak.com/checked-baggage |title=Checked Baggage |website=Amtrak |access-date=May 6, 2019 |archive-date=May 6, 2019 |archive-url=https://web.archive.org/web/20190506011923/https://www.amtrak.com/checked-baggage |url-status=live}}{{cite web |url=http://media.amtrak.com/wp-content/uploads/2015/10/UPDATED-Baggage-fact-sheet-7_5_16.pdf |title=Amtrak Baggage Allowance |website=Amtrak |date=July 5, 2016 |access-date=May 6, 2019 |archive-date=December 16, 2018 |archive-url=https://web.archive.org/web/20181216012530/http://media.amtrak.com/wp-content/uploads/2015/10/UPDATED-Baggage-fact-sheet-7_5_16.pdf |url-status=live}} With the passage of the Wicker Amendment in 2010 passengers are allowed to put lawfully owned, unloaded firearms in checked Amtrak baggage, reversing a decade-long ban on such carriage.{{cite news |first=Tony |last=Bizjak |title=Amtrak to let passengers bring guns on most trains |date=November 30, 2010 |url=http://www.sacbee.com/2010/11/30/3220359/amtrak-to-let-passengers-bring.html |work=Sacramento Bee |access-date=May 7, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20101203161223/http://www.sacbee.com/2010/11/30/3220359/amtrak-to-let-passengers-bring.html |archive-date=December 3, 2010}}

The Amtrak Express cargo service provides small-package and less-than-truckload shipping between most Amtrak stations that handle checked baggage (over 100 cities). Cargo travels alongside checked luggage in baggage cars. Service and hours vary by station, limited by available equipment and staffing. Nearly all stations with checked baggage service can handle small packages, while large stations with forklifts can handle palletized shipments. Amtrak Express also offers station-to-station shipment of human remains to many cities.

Amtrak is popular among bicycle touring enthusiasts due to the ease of riding with a bike. In contrast to airlines, which require riders to dismantle their bicycles and place them in specialized bags, most Amtrak trains have onboard bike racks in either the coaches or checked baggage car. Bicycle reservations are required on most routes and cost up to $20.{{Cite web |title=Bring Your Bike on Amtrak |url=https://www.amtrak.com/bring-your-bicycle-onboard |access-date=August 9, 2022 |website=www.amtrak.com |language=en |archive-date=August 18, 2022 |archive-url=https://web.archive.org/web/20220818130244/https://www.amtrak.com/bring-your-bicycle-onboard |url-status=live }}

{{clear}}

In the modern era, Amtrak faces a number of important labor issues. As of 2023, the average Amtrak employee annual salary was $121,000 per year.{{cite news |title=Expert: 'Train is going in the wrong direction' as report shows average Amtrak employee makes $121,000 annually |url=https://cbs6albany.com/news/nation-world/expert-train-is-going-in-the-wrong-direction-as-report-shows-average-amtrak-employee-makes-121000-annually-transportation-open-the-books-federal-employees-tax-payer-funded |access-date=October 6, 2023 |work=WRGB CBS 6 News |date=September 29, 2023 |language=en |quote=the average Amtrak employee makes $121,000, putting the company at the top of the top paid list of federal agencies |archive-date=November 5, 2023 |archive-url=https://web.archive.org/web/20231105203029/https://cbs6albany.com/news/nation-world/expert-train-is-going-in-the-wrong-direction-as-report-shows-average-amtrak-employee-makes-121000-annually-transportation-open-the-books-federal-employees-tax-payer-funded |url-status=live }} In the area of pension funding, because of limitations originally imposed by Congress, most Amtrak workers were traditionally classified as "railroad employees" and contributions to the Railroad Retirement system have been made for those employees. However, because the size of the contributions is determined on an industry-wide basis rather than with reference to the employer for whom the employees work, some critics, such as the National Association of Railroad Passengers, maintain that Amtrak is subsidizing freight railroad pensions by as much as US$150 million/year.{{cite web |url=http://www.narprail.org/resources/fact-sheets/328-amtrak-myths-a-facts |title=Amtrak Myths & Facts: 4. Myth: Private Freight Railroad companies subsidize Amtrak. |website=National Association of Railroad Passengers |date=August 3, 2011 |access-date=July 8, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120604101110/http://www.narprail.org/resources/fact-sheets/328-amtrak-myths-a-facts |archive-date=June 4, 2012}}

In recent times, efforts at reforming passenger rail have addressed labor issues. In 1997 Congress released Amtrak from a prohibition on contracting for labor outside the corporation (and outside its unions), opening the door to privatization.Amtrak Reform and Accountability Act of 1997. 105th Cong. (January 7, 1997) Since that time, many of Amtrak's employees have been working without a contract. The most recent contract, signed in 1999, was mainly retroactive.

Because of the fragmentation of railroad unions, Amtrak had 14 separate unions to negotiate with, including 24 separate contracts between them as of 2009.{{cite web|url=http://www.redorbit.com/news/business/934121/sidetracked_negotiations_the_contract_for_nearly_10000_unionized_amtrak_employees/index.html |title=Sidetracked Negotiations: The Contract for Nearly 10,000 Unionized Amtrak Employees Expired on December 31, 1999. Since Then, Talks Have Failed to Make Much Headway |date=May 13, 2007 |website=redOrbit |access-date=January 20, 2009 |archive-url=https://web.archive.org/web/20071212052252/http://www.redorbit.com/news/business/934121/sidetracked_negotiations_the_contract_for_nearly_10000_unionized_amtrak_employees/index.html |archive-date=December 12, 2007}} This makes it difficult to make substantial changes, in contrast to a situation where one union negotiates with one employer. Former Amtrak president Kummant followed a cooperative posture with Amtrak's trade unions, ruling out plans to privatize large parts of Amtrak's unionized workforce.

Per passenger mile, Amtrak is 30–40 percent more energy-efficient than commercial airlines and automobiles overall, though the exact figures for particular routes depend on load factor along with other variables. The electrified trains in the NEC are considerably more efficient than Amtrak's diesels and can feed energy captured from regenerative braking back to the electrical grid. Passenger rail is also very competitive with other modes in terms of safety per mile.

In 2005, Amtrak's carbon dioxide equivalent emissions per passenger were 0.411 lbs/mi (0.116 kg per km).{{cite web |title=Updated Comparison of Energy Use & CO2 Emissions From Different Transportation Modes |url=http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |url-status=dead |archive-url=https://web.archive.org/web/20130515034836/http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |archive-date=May 15, 2013 |access-date=November 23, 2012}} table 1.1, figures from 2005. Cf. http://docs.wri.org/wri_co2comm_2002_commuting_protected.xls {{Webarchive|url=https://web.archive.org/web/20160112035414/http://docs.wri.org/wri_co2comm_2002_commuting_protected.xls|date=January 12, 2016}}, sheet 8, cell C33 (figures from 2002). For comparison, this is similar to a car with two people,respectively http://docs.wri.org/wri_co2comm_2002_commuting_protected.xls {{Webarchive|url=https://web.archive.org/web/20160112035414/http://docs.wri.org/wri_co2comm_2002_commuting_protected.xls|date=January 12, 2016}}, sheet 8, cell C36 (figures from 2002); {{cite web |title=Updated Comparison of Energy Use &CO2 Emissions From Different Transportation Modes |url=http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |url-status=dead |archive-url=https://web.archive.org/web/20130515034836/http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |archive-date=May 15, 2013 |access-date=November 23, 2012}} table 1.1, figures from 2007. about twice as high as the UK rail average (where more of the system is electrified),{{cite web |title=figures from 2008–9 |url=http://www.rail-reg.gov.uk/upload/pdf/rolling-c9-environ.pdf |url-status=dead |archive-url=https://web.archive.org/web/20090324105139/http://www.rail-reg.gov.uk/upload/pdf/rolling-c9-environ.pdf |archive-date=March 24, 2009 |access-date=November 23, 2012}} about four times the average US motorcoach,{{cite web |title=Figures from 2007 |url=http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |url-status=dead |archive-url=https://web.archive.org/web/20130515034836/http://www.buses.org/files/2008ABAFoundationComparativeFuelCO2.pdf |archive-date=May 15, 2013 |access-date=November 23, 2012}} and about eight times a Finnish electric intercity train or fully loaded fifty-seat coach.{{cite web |last1=Average emissions of railway |title=Traffic in Finland |url=http://lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/raideliikennee/junat_henkiloe.htm |url-status=live |archive-url=https://web.archive.org/web/20120225092441/http://lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/raideliikennee/junat_henkiloe.htm |archive-date=February 25, 2012 |access-date=May 6, 2012 |website=www.lipasto.vtt.fi}}{{cite web |last1=Carrying capacity |title=Gross vehicle mass 18 |url=http://www.lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/tieliikennee/linja-autote/latiee.htm |url-status=live |archive-url=https://web.archive.org/web/20110719225232/http://www.lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/tieliikennee/linja-autote/latiee.htm |archive-date=July 19, 2011 |access-date=May 6, 2012 |website=www.lipasto.vtt.fi}} It is, however, about two thirds of the raw CO₂-equivalent emissions of a long-distance domestic flight.{{cite web |last1=LIPASTO |title=Average passenger |url=http://lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/ilmaliikennee/ilmae.htm |url-status=live |archive-url=https://web.archive.org/web/20110719224215/http://lipasto.vtt.fi/yksikkopaastot/henkiloliikennee/ilmaliikennee/ilmae.htm |archive-date=July 19, 2011 |access-date=May 6, 2012 |website=www.lipasto.vtt.fi}}

Amtrak operates diesel, electric, and dual-mode (diesel and electric) locomotives on over thirty passenger train routes throughout the U.S. and Canada. Diesel-powered engines produce more greenhouse gas emissions during operation than electric trains.

As for the locational pollution directly from Amtrak operation, their diesel trains cause more regional air pollution, impacting the ecosystems around the sites of operation. Also, more stops along train routes can lead to higher greenhouse gas emissions.{{cite journal |last1=Givoni |first1=Moshe |last2=Brand |first2=Christian |last3=Watkiss |first3=Paul |title=Are Railways Climate Friendly? |journal=Built Environment |date=March 1, 2009 |volume=35 |issue=1 |pages=70–86 |doi=10.2148/benv.35.1.70 |jstor=23289645 |s2cid=154527995 |url=https://ora.ox.ac.uk/objects/uuid:cd7d3eb7-e57c-427d-9ec6-70da72389cce |access-date=November 2, 2022 |archive-date=March 24, 2023 |archive-url=https://web.archive.org/web/20230324110324/https://ora.ox.ac.uk/objects/uuid:cd7d3eb7-e57c-427d-9ec6-70da72389cce |url-status=live }} Amtrak rail facilities located in Delaware were cited as the state's largest source of polychlorinated biphenyl (PCB) contamination into the Delaware River, which build up in the tissue of animals and are human carcinogens.{{Cite web |title=E&E News: Judge dismisses Del. attorney general's suit over PCB contamination |url=https://subscriber.politicopro.com/article/eenews/2022/07/12/judge-dismisses-del-attorney-generals-suit-over-pcb-contamination-00045293 |access-date=November 1, 2022 |website=subscriber.politicopro.com |language=en |archive-date=October 8, 2022 |archive-url=https://web.archive.org/web/20221008185010/https://subscriber.politicopro.com/article/eenews/2022/07/12/judge-dismisses-del-attorney-generals-suit-over-pcb-contamination-00045293 |url-status=live }}

Amtrak railways and surrounding infrastructure are susceptible to degradation by natural causes over time.{{cite journal |last1=Chinowsky |first1=Paul |last2=Helman |first2=Jacob |last3=Gulati |first3=Sahil |last4=Neumann |first4=James |last5=Martinich |first5=Jeremy |title=Impacts of climate change on operation of the US rail network |journal=Transport Policy |date=March 2019 |volume=75 |pages=183–191 |doi=10.1016/j.tranpol.2017.05.007 |s2cid=158453316|doi-access=free }} Railways experience water damage from climate change backed increases in rainfall in wet areas, and rail buckling caused by hotter and dryer seasons in naturally dry areas.

In September 2021, the remnants of Hurricane Ida flooded the Amtrak Northeast Corridor running from Boston to Washington D.C. and caused it to shut down for an entire day.{{Cite web |title=E&E News: Summer storms were a climate wake-up call for subways |url=https://subscriber.politicopro.com/article/eenews/2021/10/08/summer-storms-were-a-climate-change-wake-up-call-for-subways-281721 |access-date=November 1, 2022 |website=subscriber.politicopro.com |language=en |archive-date=October 9, 2022 |archive-url=https://web.archive.org/web/20221009200640/https://subscriber.politicopro.com/article/eenews/2021/10/08/summer-storms-were-a-climate-change-wake-up-call-for-subways-281721 |url-status=live }} In February 2023, heavy snowfall and debris on tracks caused major disruptions from delays to cancellations.{{Cite web |title=Cancellations, other operational issues plague Amtrak |url=https://www.trains.com/trn/news-reviews/news-wire/cancellations-other-operational-issues-plague-amtrak/ |access-date=March 3, 2023 |website=Trains |date=March 3, 2023 |language=en-US |archive-date=March 3, 2023 |archive-url=https://web.archive.org/web/20230303013919/https://www.trains.com/trn/news-reviews/news-wire/cancellations-other-operational-issues-plague-amtrak/ |url-status=live }}

Rising summertime temperatures are causing an increase in railway buckles. A study conducted on the railways in the southeast United Kingdom found that when temperature changes become extreme in the summertime due to climate change, the tracks buckle due to the outward force of the metal expanding in collaboration with the weight of train car traffic. This causes speed restrictions to be put in place around certain temperature intervals, slowing travel time and lessening the number of train rides in a day. The study found that in 2004, 30,000 delay minutes were attributed to increased heat causing a total of over 1.7 million U.S. dollars, of total heat related delay cost.

File:AmtrakFunding.png |access-date=January 21, 2025}}]]

Amtrak receives annual appropriations from federal and state governments to supplement operating and capital programs.

Amtrak commenced operations in 1971 with $40 million in direct federal aid, $100 million in federally insured loans, and a somewhat larger private contribution.{{cite book |last=Don |first=Phillips |editor-first=Harold A. |editor-last=Edmonson |date=1972 |title=Journey to Amtrak; The year history rode the passenger train |chapter=Railpax Rescue |location=Milwaukee, WI |publisher=Kalmbach Pub. Co. |pages=8–11}} Officials expected that Amtrak would break even by 1974, but those expectations proved unrealistic and annual direct federal aid reached a 17-year high in 1981 of $1.25 billion.$709 million of the 1981 aid package was for operations. The remainder was capital appropriations. {{Harvnb|Vranich|1997|p=37}} During the Reagan administration, appropriations were halved and by 1986, federal support fell to a decade low of $601 million, almost none of which were capital appropriations.National Railroad Passenger Corp. Statistical Appendix to Amtrak FY1995 Annual Report, 1995 Annual Report, p.1. In the late 1980s and early 1990s, Congress continued the reductionist trend even while Amtrak expenses held steady or rose. Amtrak was forced to borrow to meet short-term operating needs, and by 1995 Amtrak was on the brink of a cash crisis and was unable to continue to service its debts.National Railroad Passenger Corp. 1999 Annual Report, p.41. In response, in 1997 Congress authorized $5.2 billion for Amtrak over the next five years – largely to complete the Acela capital project – on the condition that Amtrak submit to the ultimatum of self-sufficiency by 2003 or liquidation.Amtrak Reform and Accountability Act of 1997. 105th Cong. (January 7, 1997). Congressional Budget Office. S. 738 Amtrak Reform and Accountability Act (July 22, 1997), in 104th Cong. Senate Report 105-85 (September 24, 1997). While Amtrak made financial improvements during this period,{{citation needed|date=June 2015}} it did not achieve self-sufficiency.

File:NCF59.jpg near Charlotte, North Carolina, with a state-owned locomotive. This route is run under a partnership with the North Carolina Department of Transportation, 2003]]

File:Amtrak Cascades Talgo trainset near Brackett's Landing in Edmonds, WA.jpg service with tilting Talgo trainsets in Edmonds, Washington, 2025]]

In 2004, a stalemate in federal support of Amtrak forced cutbacks in services and routes as well as the resumption of deferred maintenance. In fiscal 2004 and 2005, Congress appropriated about $1.2 billion for Amtrak, $300 million more than President George W. Bush had requested. However, the company's board requested $1.8 billion through fiscal 2006, the majority of which (about $1.3 billion) would be used to bring infrastructure, rolling stock, and motive power back to a state of good repair. In Congressional testimony, the DOT Inspector General confirmed that Amtrak would need at least $1.4 billion to $1.5 billion in fiscal 2006 and $2 billion in fiscal 2007 just to maintain the status quo. In 2006, Amtrak received just under $1.4 billion, with the condition that Amtrak would reduce (but not eliminate) food and sleeper service losses. Thus, dining service was simplified and now requires two fewer on-board service workers. Only Auto Train and Empire Builder services continue regular made-on-board meal service. In 2010 the Senate approved a bill to provide $1.96 billion to Amtrak, but cut the approval for high-speed rail to a $1 billion appropriation.

State governments have partially filled the breach left by reductions in federal aid. Several states have entered into operating partnerships with Amtrak, notably California, Pennsylvania, Illinois, Michigan, Oregon, Missouri, Washington, North Carolina, Oklahoma, Texas, Wisconsin, Vermont, Maine, and New York, as well as the Canadian province of British Columbia, which provides some of the resources for the operation of the Cascades route.

With the dramatic rise in gasoline prices during 2007–08, Amtrak saw record ridership.{{cite news|first=Sarah |last=Karush |title=Amtrak announces record annual ridership |url=http://ap.google.com/article/ALeqM5ioQ136um4OUemAM70x_Q0BhuSMYgD93NRBGG0 |agency=Associated Press |location=Washington, D.C. |date=October 10, 2008 |access-date=October 27, 2008 |archive-url=https://web.archive.org/web/20081028200106/http://ap.google.com/article/ALeqM5ioQ136um4OUemAM70x_Q0BhuSMYgD93NRBGG0 |archive-date=October 28, 2008 |url-status=dead}} Capping a steady five-year increase in ridership overall, regional lines saw 12% year-over-year growth in May 2008.{{cite news |first=Jason |last=Szep |author2=Eric Beech |title=Factbox: Amtrak gets a surge in riders |url=http://uk.reuters.com/article/oilRpt/idUKN1040708220080611?sp=true |work=Reuters |date=June 11, 2008 |access-date=June 14, 2008 |archive-date=December 7, 2008 |archive-url=https://web.archive.org/web/20081207204752/http://uk.reuters.com/article/oilRpt/idUKN1040708220080611?sp=true |url-status=dead}} In October 2007, the Senate passed S. 294, the Passenger Rail Improvement and Investment Act of 2007 (70–22), sponsored by Senators Frank Lautenberg and Trent Lott. Despite a veto threat by President Bush, a similar bill passed the House on June 11, 2008, with a veto-proof margin (311–104).{{cite news|first=Sarah |last=Karush |title=Amtrak funding bill approved by House |url=http://www.baltimoresun.com/news/nation/bal-amtrak0611,0,2335081.story |agency=Associated Press |date=June 11, 2008 |newspaper=Baltimore Sun |access-date=June 14, 2008}}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}} The final bill, spurred on by the September 12 Metrolink collision in California and retitled Passenger Rail Investment and Improvement Act of 2008, was signed into law by President Bush on October 16, 2008. The bill appropriates $2.6 billion a year in Amtrak funding through 2013.{{cite news |first=Steve |last=Hymon |title=Bush signs rail safety and Amtrak bill |url=http://latimesblogs.latimes.com/bottleneck/2008/10/bush-signs-rail.html |work=Los Angeles Times| date=October 16, 2008 |access-date=October 27, 2008 |archive-url=https://web.archive.org/web/20081025083820/http://latimesblogs.latimes.com/bottleneck/2008/10/bush-signs-rail.html| archive-date=October 25, 2008 |url-status=live}}

Amtrak points out that in 2010, its farebox recovery (percentage of operating costs covered by revenues generated by passenger fares) was 79%, the highest reported for any U.S. passenger railroad.{{cite web|title=Basic Amtrak Facts |url=http://www.amtrak.com/servlet/ContentServer?c=Page&pagename=am%2FLayout&cid=1246041980246 |website=Amtrak |access-date=July 30, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120726041325/http://www.amtrak.com/servlet/ContentServer?c=Page&pagename=am%2FLayout&cid=1246041980246|archive-date=July 26, 2012}} This increased to 94.9% in 2018.

Amtrak has argued that it needs to increase capital program costs in 2013 in order to replace old train equipment because the multi-year maintenance costs for those trains exceed what it would cost to simply buy new equipment that would not need to be repaired for several years. However, despite an initial request for more than $2.1 billion in funding for the year, the company had to deal with a year-over-year cut in 2013 federal appropriations, dropping to under $1.4 billion for the first time in several years. Amtrak stated in 2010 that the backlog of needed repairs of the track it owns on the Northeast Corridor included over 200 bridges, most dating to the 19th century, tunnels under Baltimore dating to the American Civil War era and functionally obsolete track switches which would cost $5.2 billion to repair (more than triple Amtrak's total annual budget). Amtrak's budget is only allocated on a yearly basis, and it has been argued by Joseph Vranich that this makes multi-year development programs and long-term fiscal planning difficult if not impossible.{{page needed|date=July 2015}}

In Fiscal Year 2011, the U.S. Congress granted Amtrak $563 million for operating and $922 million for capital programs.{{cite web|last=U.S. Conference of Mayors |title=III. Transportation |url=http://www.usmayors.org/cdbg/documents/FY11-FinalAppropriations.pdf |archive-url=https://web.archive.org/web/20110419232907/http://www.usmayors.org/cdbg/documents/FY11-FinalAppropriations.pdf |url-status=dead |archive-date=April 19, 2011 |work=Fiscal Year 2011 Appropriations (HR 1473) |publisher=U.S. Conference of Mayors |access-date=July 30, 2012}}

In 2021, the 117th United States Congress passed and President Joe Biden signed the Infrastructure Investment and Jobs Act, which directly appropriated $66 billion for rail over a five-year period, of which at least $18 billion is designated for expanding passenger rail service to new corridors, and it authorized an additional $36 billion. Amtrak received $22 billion in advance appropriations and $19 billion in fully authorized funds.Refer to infographic PNG. {{cite web | title=FRA | website=Bipartisan Infrastructure Law Information from FRA | date=November 15, 2021 | url=https://railroads.dot.gov/BIL | access-date=July 11, 2023 | archive-date=July 11, 2023 | archive-url=https://web.archive.org/web/20230711115955/https://railroads.dot.gov/BIL | url-status=live }}

Government aid to Amtrak was controversial from the beginning. The formation of Amtrak in 1971 was criticized as a bailout serving corporate rail interests and union railroaders, not the traveling public. Critics have asserted that Amtrak has proven incapable of operating as a business and that it does not provide valuable transportation services meriting public support,{{page needed|date=July 2015}} a "mobile money-burning machine".Wicker, Tom. In the Nation; Young David's Tantrum. The New York Times, p. A31 (May 3, 1985) Many fiscal conservatives have argued that subsidies should be ended, national rail service terminated, and the NEC turned over to private interests.Frailey, Fred W. Can Amtrak Survive the Budget Cutters?, U.S. News & World Report, p. 52 (April 13, 1981). Critics also question Amtrak's energy efficiency,{{cite web|url=https://www.newsweek.com/will-why-liberals-love-trains-68597|title=Will: Why Liberals Love Trains|first=George F. |last=Will|date=February 27, 2011|website=Newsweek|access-date=May 20, 2020|archive-date=July 24, 2019|archive-url=https://web.archive.org/web/20190724015735/https://www.newsweek.com/will-why-liberals-love-trains-68597|url-status=live}} though the U.S. Department of Energy considers Amtrak among the most energy-efficient forms of transportation.{{cite web|url=http://www.amtrak.com/servlet/ContentServer?pagename=Amtrak/am2Copy/Title_File:_Copy_Page&cid=1093554056875&c=am2Copy&ssid=565 |title=Inside Amtrak – News & Media – Energy Efficient Travel |website=Amtrak |access-date=January 20, 2009 |archive-url=https://web.archive.org/web/20071212012051/http://www.amtrak.com/servlet/ContentServer?pagename=Amtrak%2Fam2Copy%2FTitle_File%3A_Copy_Page&cid=1093554056875&c=am2Copy&ssid=565 |archive-date=December 12, 2007 |url-status=dead}}

The Rail Passenger Service Act of 1970, which established Amtrak, specifically states that, "The Corporation will not be an agency or establishment of the United States Government".{{cite web |author=((91st Congress of the United States of America)) |title=Rail Passenger Service Act of 1970: Section 301: Creation of the Corporation |url=http://history.amtrak.com/archives/rail-passenger-service-act-of-1970 |website=United States Government |access-date=July 30, 2012 |archive-date=August 6, 2012 |archive-url=https://web.archive.org/web/20120806034240/http://history.amtrak.com/archives/rail-passenger-service-act-of-1970 |url-status=live}} Then common stock was issued in 1971 to railroads that contributed capital and equipment; these shares convey almost no benefits,{{cite web |url=http://www.cbo.gov/doc.cfm?index=4571&type=0&sequence=6 |title=The Past and Future of U.S. Passenger Rail Service (sec. 4 n.21) |date=September 2003 |website=Congressional Budget Office |access-date=November 14, 2008 |archive-date=November 13, 2008 |archive-url=https://web.archive.org/web/20081113102622/http://www.cbo.gov/doc.cfm?index=4571&type=0&sequence=6 |url-status=dead}} but their holders{{cite web |url=http://www.house.gov/transportation/rail/04-30-03/04-30-03memo.html |title=Subcommittee on Railroads Hearing on Current Amtrak Issues |date=April 30, 2003 |website=U.S. House of Representatives |archive-url=https://web.archive.org/web/20061110231722/http://www.house.gov/transportation/rail/04-30-03/04-30-03memo.html |archive-date=November 10, 2006}} declined a 2002 buy-out offer by Amtrak. There are currently{{When|date=January 2024}} 109.4 million shares of preferred stock, at a par value of $100 per share, all held by the US government. As of February 2015, there were 9.4 million shares of common stock, with a par value of $10 per share, held by American Premier Underwriters (53%), BNSF (35%), Canadian Pacific (7%) and Canadian National (5%).{{cite web |first1=Joseph |last1=Vranich |first2=Cornelius |last2=Chapman |first3=Edward L. |last3=Hudgins |name-list-style=amp |date=February 8, 2002 |title=A Plan to Liquidate Amtrak |website=Cato Institute |url=http://object.cato.org/sites/cato.org/files/pubs/pdf/pa425.pdf |access-date=October 12, 2013 |archive-date=October 15, 2013 |archive-url=https://web.archive.org/web/20131015233804/http://object.cato.org/sites/cato.org/files/pubs/pdf/pa425.pdf |url-status=live}}[https://drive.google.com/file/d/1xlYelsGU4kEN7lh1UqVxfG7o3xq9_rhn/view?usp=sharing Amtrak Freedom of Information Act (FOIA) that list complete number of Amtrak issued Common and Preferred stock shares and shareholders] Retrieved on May 27, 2022{{dead link|date=November 2022}}[https://web.archive.org/web/20230430091700/https://www.railwayage.com/news/fini-to-saga-of-amtraks-common-stock/ Fini to saga of Amtrak's common stock] Railway Age February 26, 2015

{{Update section|date=September 2024}}

In addition to the United States Secretary of Transportation and its CEO, Amtrak's Board of Directors has eight presidentially-nominated and senate-confirmed seats. Presidentially-appointed members serve nominally five-year terms but are allowed to serve until their successor is confirmed, and no more than five of the eight may belong to one political party. Of the eight presidentially-appointed members, a minimum of two must and maximum of four may reside along or near the Northeast Corridor (defined as Connecticut, Delaware, the District of Columbia, Maryland, Massachusetts, New Jersey, New York, Pennsylvania, and Rhode Island), while the other four to six must reside in a state served by an Amtrak-operated long-distance or state-supported route outside of the Northeast Corridor. At least one of these eight must be an individual with a disability.{{USCode|49|24302}}

The Secretary may be represented at Board meetings by their designee.

The current board members {{as of|lc=y|df=US|2025|03|19}}:{{Cite web |url=https://www.amtrak.com/board-of-directors |title=National Railroad Passenger Corporation Board of Directors |publisher=Amtrak |access-date=February 11, 2025}}

{{main|List of accidents on Amtrak}}

File:1987 Maryland train collision aerial.jpg]]

The following are major accidents and incidents that involved Amtrak trains:

After settling for $17 million in the 2017 Washington state train crash, to prevent further lawsuits, the board adopted a new policy requiring arbitration.{{cite web|url=https://www.king5.com/article/news/local/passengers-can-no-longer-sue-amtrak-after-company-loses-millions-in-deadly-derailment-lawsuits/281-408218f9-a196-4551-a01a-63c08afd9ea4|title=Passengers can no longer sue Amtrak after company loses millions in deadly derailment lawsuits|date=November 16, 2019|website=KING5|access-date=November 17, 2019|archive-date=November 17, 2019|archive-url=https://web.archive.org/web/20191117223823/https://www.king5.com/article/news/local/passengers-can-no-longer-sue-amtrak-after-company-loses-millions-in-deadly-derailment-lawsuits/281-408218f9-a196-4551-a01a-63c08afd9ea4|url-status=live}}

{{Portal|Trains|Companies|United States}}

• Amtrak Arrow Reservation System
• Amtrak paint schemes
• Amtrak Police Department
• Amtrak Standard Stations Program
• Beech Grove Shops
• History of rail transport in the United States
• List of Amtrak stations
• Positive train control
• Visible Intermodal Prevention and Response team (VIPR) – TSA's rail security operations
• Railway electrification system

• Auto-Train Corporation – Pioneer of car-on-train service
• Brightline – Privately operated higher-speed intercity rail service between Miami and Orlando, Florida that is also constructing a high-speed rail route, dubbed Brightline West that will run between Los Angeles and Las Vegas.
• Via Rail (Canada) - connects with Amtrak
• List of railway companies

{{reflist|refs=

{{Cite news|url=https://news.google.com/newspapers?id=_5FYAAAAIBAJ&pg=7076%2C60999|title=Amtrak winner|date=May 1, 1971|work=Spokane Daily Chronicle|agency=UPI|location=Washington, D.C.|page=12|access-date=May 20, 2020|archive-date=May 2, 2021|archive-url=https://web.archive.org/web/20210502191632/https://news.google.com/newspapers?id=_5FYAAAAIBAJ&pg=7076,60999|url-status=live}}

{{Cite news|url=https://news.google.com/newspapers?id=_rteAAAAIBAJ&pg=2580%2C5320|title=Last court test fails to clear Amtrak rails|date=May 1, 1971|work=Lewiston Morning Tribune|agency=Associated Press|location=Idaho|page=1|access-date=May 20, 2020|archive-date=May 2, 2021|archive-url=https://web.archive.org/web/20210502191633/https://news.google.com/newspapers?id=_rteAAAAIBAJ&pg=2580,5320|url-status=live}}

{{cite report |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/nationalfactsheets/Amtrak-Corporate-Profile-FY2018-0319.pdf |title=Amtrak Company Profile (FY 2018) |date=March 1, 2019 |publisher=Amtrak |access-date=May 27, 2019 |archive-date=April 12, 2019 |archive-url=https://web.archive.org/web/20190412001109/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/nationalfactsheets/Amtrak-Corporate-Profile-FY2018-0319.pdf |url-status=live}}

{{cite web|date=October 26, 2021|title=September 2021 Monthly Performance Report|url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/monthlyperformancereports/2021/Amtrak-Monthly-Performance-Report-September-2021.pdf#page=5|url-status=live|access-date=January 10, 2022|archive-date=December 17, 2021|archive-url=https://web.archive.org/web/20211217090806/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/monthlyperformancereports/2021/Amtrak-Monthly-Performance-Report-September-2021.pdf#page=5}}

{{cite web|title=2020 Corporate Profile|url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/nationalfactsheets/Amtrak-Company-Profile-FY2020-041921.pdf#page=3|url-status=live|access-date=January 10, 2022|archive-date=November 29, 2021|archive-url=https://web.archive.org/web/20211129041959/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/nationalfactsheets/Amtrak-Company-Profile-FY2020-041921.pdf#page=3}}

{{Harvnb|Stover|1997|p=219}}

{{Cite book |title=Amtrak: The History and Politics of a National Railroad |last=Nice |first=David C. |publisher=Lynne Rienner Publishers |year=1998 |isbn=978-1-55587-734-7 |page=24}}

{{cite web |url=https://history.amtrak.com/amtraks-history/1980s |title=1980s—Building a Dream |website=Amtrak: History of America's Railroad |access-date=August 14, 2017 |archive-date=August 14, 2017 |archive-url=https://web.archive.org/web/20170814223431/https://history.amtrak.com/amtraks-history/1980s |url-status=live}}

{{cite news |last1=Wald |first1=Matthew L. |last2=Phillips |first2=Don |title=Surprising Forecast for Amtrak: Growth |url=https://www.nytimes.com/2006/12/23/washington/23amtrak.html |work=The New York Times |date=December 23, 2006 |access-date=February 14, 2017 |archive-date=June 18, 2015 |archive-url=https://web.archive.org/web/20150618083214/http://www.nytimes.com/2006/12/23/washington/23amtrak.html |url-status=live }}

{{Cite press release |title=Amtrak Selects Transportation Industry Veteran as President & CEO |date=November 25, 2008 |publisher=Amtrak |url=http://www.amtrak.com/servlet/ContentServer?pagename=Amtrak/am2Copy/News_Release_Page&c=am2Copy&cid=1178294246438&ssid=180 |access-date=November 26, 2008 |url-status=dead |archive-url=https://web.archive.org/web/20081229110217/http://www.amtrak.com/servlet/ContentServer?pagename=Amtrak%2Fam2Copy%2FNews_Release_Page&c=am2Copy&cid=1178294246438&ssid=180 |archive-date=December 29, 2008}}

{{Cite news |url=https://www.washingtonpost.com/news/dr-gridlock/wp/2017/06/26/amtrak-names-new-chief-executive/ |title=Amtrak names new chief executive |last=Aratani |first=Lori |date=June 26, 2017 |newspaper=The Washington Post |access-date=June 27, 2017 |archive-date=June 26, 2017 |archive-url=https://web.archive.org/web/20170626205955/https://www.washingtonpost.com/news/dr-gridlock/wp/2017/06/26/amtrak-names-new-chief-executive/ |url-status=live}}

Figures are from 2008. {{cite web |url=http://www.bts.gov/publications/national_transportation_statistics/html/table_04_20.html |title=Table 4-20: Energy Intensity of Passenger Modes |website=Bureau of Transportation Statistics |archive-url=https://web.archive.org/web/20101007061308/http://www.bts.gov/publications/national_transportation_statistics/html/table_04_20.html |archive-date=October 7, 2010 |url-status=dead |access-date=October 25, 2010}}

Figures from 2012. {{cite web |url=http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_73.html |title=Table 1-73: Amtrak On-Time Performance Trends and Hours of Delay by Cause |website=Bureau of Transportation Statistics |access-date=March 30, 2014 |archive-url=https://web.archive.org/web/20140430045955/http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_73.html |archive-date=April 30, 2014 |url-status=dead}}; {{cite web |title=Table 1-66: Flight Operations Arriving On Time by the Largest U.S. Air Carriers |work=Bureau of Transportation Statistics |access-date=March 30, 2014 |url=http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_66.html |archive-url=https://web.archive.org/web/20140115015110/http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_66.html |archive-date=January 15, 2014 |url-status=dead}}

{{cite web |url=http://www.amtrakguestrewards.com/ |title=Guest Rewards |website=Amtrakguestrewards.com |access-date=November 23, 2012 |archive-date=December 13, 2012 |archive-url=https://web.archive.org/web/20121213185404/https://amtrakguestrewards.com/ |url-status=live}}

{{Cite web |title=Station Lounges |url=https://www.amtrak.com/station-lounges |access-date=December 30, 2022 |website=Amtrak |language=en |archive-date=December 30, 2022 |archive-url=https://web.archive.org/web/20221230172604/https://www.amtrak.com/station-lounges |url-status=live }}

{{cite journal |last1=Dobney |first1=K. |last2=Baker |first2=C. J. |last3=Quinn |first3=A. D. |last4=Chapman |first4=L. |date=June 2009 |title=Quantifying the effects of high summer temperatures due to climate change on buckling and rail related delays in south-east United Kingdom |journal=Meteorological Applications |volume=16 |issue=2 |pages=245–251 |bibcode=2009MeApp..16..245D |doi=10.1002/met.114 |s2cid=56429333}}

{{cite report |url=http://www.amtrak.com/ccurl/345/484/AmtrakFY13-Budget-Comprehensive-Business-Plan-w-appx-052413.pdf |title=Amtrak FY13 Comprehensive Business Plan |date=May 2013 |publisher=Amtrak |access-date=October 8, 2013 |archive-date=October 11, 2013 |archive-url=https://web.archive.org/web/20131011233717/http://www.amtrak.com/ccurl/345/484/AmtrakFY13-Budget-Comprehensive-Business-Plan-w-appx-052413.pdf |url-status=live}}

{{cite web |url=http://www.progressiverailroading.com/news/article.asp?id=23903 |title=Senate committee ups Amtrak appropriation, cuts high-speed rail funding |date=July 23, 2010 |website=Progressive Railroading |access-date=December 29, 2010 |archive-date=August 13, 2010 |archive-url=https://web.archive.org/web/20100813111019/http://www.progressiverailroading.com/news/article.asp?id=23903 |url-status=live}}

{{Harvnb|Vranich|2004}}

}}

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• {{cite book |title=Reprieve for the Iron Horse: The AMTRAK Experiment–Its Predecessors and Prospects |publisher=Claitor's Publishing Division |last=Thoms |first=William E. |year=1973 |location=Baton Rouge, LA |oclc=1094744}}
• {{cite book |last=Vranich |first=Joseph |title=Derailed: What Went Wrong and What to Do about America's Passenger Trains |location=New York |publisher=St. Martin's Press |year=1997 |isbn=0-3121-7182-X |url=https://archive.org/details/derailedwhatwent00vran}}
• {{cite book |last=Vranich |first=Joseph |title=End of the Line: The Failure of Amtrak Reform and the Future of America's Passenger Trains |year=2004 |publisher=AEI Press |location=Washington, D.C. |isbn=0-8447-4203-1 |url=https://archive.org/details/endoflinefailure00vran}}
• {{cite book |last=Wilner |first=Frank N. |title=The Amtrak Story |year=1994 |location=Omaha, NE |publisher=Simmons-Boardman |isbn=0-9113-8216-X |url=https://archive.org/details/isbn_9780911382167}}
• {{cite book|last=Zimmermann|first=Karl R.|title=Amtrak at Milepost 10|publisher=PTJ Publishing|year=1981|isbn=0-937658-06-5}}

{{refend}}

• {{cite web |url=https://cdn.muckrock.com/foia_files/FOIAResponseAmtrakNYDOTApplication..pdf#page=15 |title=Articles of Incorporation of the National Railroad Passenger Corporation |date=April 17, 1971 |website=Muckrock.com}}
• {{cite journal |title=Distributive Politics and the Persistence of Amtrak |author=Baron, David P. |journal=The Journal of Politics |date=August 1990 |volume=52 |issue=3 |pages=883–913| doi=10.2307/2131831 |jstor=2131831 |s2cid=153981819}}
• {{Cite book|last=Fostik|first=John|year=2017|title=Amtrak Across America: An Illustrated History|edition=1st|publisher=Enthusiast Books|isbn=978-1583883501}}
• {{cite book |author1=Hanus, Chris |author2=Shaske, John |year=2009 |title=USA West by Train: The Complete Amtrak Travel Guide |publisher=Way of the Rail Publishing |isbn=978-0-9730897-6-9}}
• {{cite book|author=Pitt, John |year=2008 |title=USA by Rail |publisher=Bradt Travel Guides |isbn=978-1-84162-255-2}}
• {{cite book |author=The Staff of Amtrak |year=2011 |title=Amtrak: An American Story (40th Anniversary Book) |publisher=Kalmbach Publishing Company, Books Division |isbn=9780871164445}}
• {{cite book |author=Wilner, Frank N. |year=2013 |title=Amtrak: Past, Present, Future |publisher=Simmons-Boardman Books |isbn=978-0-911-382600}}

{{Commons category|Amtrak}}

{{Wikivoyage|rail travel in the United States}}

{{Wikiquote}}

• {{Official website}}
• [https://www.greatamericanstations.com/ Amtrak - Great American Stations]
• [https://www.amtrakconnectsus.com/ Amtrak Connects US] - official website outlining 15-year expansion plans
• {{webarchive |url=https://web.archive.org/web/20240618140248/https://history.amtrak.com/ |date=June 18, 2024 |title=Amtrak: History of America's Railroad}}
• [https://sites.northwestern.edu/amtrak50/ All Aboard Amtrak! 50 Years of America's Railroad] - digital exhibit from Northwestern University's Transportation Library for Amtrak's 50th anniversary
• [http://www.timetables.org/ The Museum of Railway Timetables] (Amtrak timetables from 1971 to 2016)

{{Amtrak}}

{{Amtrak routes}}

{{Amtrak rolling stock}}

{{North America class I}}

{{authority control}}

{{DEFAULTSORT:Amtrak}}

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