Long-distance Amtrak routes

File:Southwest Chief passengers viewing the Mississippi River, May 2016 (161317659).jpg Sightseer Lounge aboard the {{lnl|Amtrak|Southwest Chief}}]]

Amtrak operates two types of long-distance trains: single-level and bi-level. Due to height restrictions on the Northeast Corridor, all six routes that terminate at New York Penn Station operate as single-level trains with Amfleet coaches and Viewliner sleeping cars. The remaining nine long-distance routes operate as bi-level trains with Superliner coaches and sleeping cars. Both single-level and bi-level trains are equipped with Viewliner baggage cars. Amtrak plans to replace all of its long-distance rail cars by 2032, except for the Viewliner II fleet.

Long-distance trains are typically hauled by GE Genesis diesel locomotives. Trains which traverse the Northeast Corridor use Siemens ACS-64 electric locomotives for that segment of their routes, switching engines at Washington Union Station. Amtrak is in the process of replacing all of its long-distance locomotives with diesel-electric Siemens Charger units by 2032. In 2022 the {{lnl|Amtrak|Empire Builder}} became the first route to receive the new locomotives.{{cite news |url=https://railfan.com/amtraks-new-alc-42s-to-enter-service-today/ |title=Amtrak's New ALC-42s to Enter Service Today |newspaper=Railfan and Railroad Magazine |date=2022-02-08 |first=Justin |last=Franz |access-date=2022-02-08 |archive-date=2022-02-08 |archive-url=https://web.archive.org/web/20220208223457/https://railfan.com/amtraks-new-alc-42s-to-enter-service-today/ |url-status=live }}

In FY2022, Amtrak's long-distance trains averaged {{cvt|48|mph}} between stations. Dwell time at stations averaged four minutes each, while dwell time at stations with crew changes or enroute servicing averaged 20 minutes each. Trains operating on the Northeast Corridor reach top speeds of {{cvt|125|mph}} in some stretches. The top speed for long-distance trains outside the northeast is {{cvt|100|mph}}, reached by the {{lnl|Amtrak|Texas Eagle}} between Chicago and St. Louis.{{Cite web |last=Johnston |first=Bob |date=2023-05-03 |title=110 mph Schedules Coming for Amtrak Chicago-St. Louis Corridor |url=https://www.trains.com/trn/news-reviews/news-wire/chicago-st-louis-trains-begin-110-mph-running/ |access-date=2023-05-06 |website=Trains |language=en-US}}

In a practice not seen elsewhere in the Amtrak network, four long-distance trains divide partway along their routes. This allows trains to serve multiple endpoints without requiring passengers to transfer, and provides efficiency over the shared route segments. Westbound from {{amtk|Chicago}} the {{lnl|Amtrak|Empire Builder}} divides at {{amtk|Spokane}}, with sections to {{amtk|Seattle}} and {{amtk|Portland||Empire Builder}}. Eastbound from Chicago the {{lnl|Amtrak|Lake Shore Limited}} divides at {{amtk|Albany–Rensselaer}}, with sections to {{amtk|New York}} and Boston. The {{lnl|Amtrak|Texas Eagle}} and {{lnl|Amtrak|Sunset Limited}} are combined between {{amtk|Los Angeles}} and {{amtk|San Antonio}}, where the Texas Eagle continues to Chicago and the Sunset Limited to {{amtk|New Orleans}}. On the reverse trips the trains are coupled at these stations.

All long-distance Amtrak trains have checked baggage service, save for the {{lnl|Amtrak|Auto Train}}, which instead allows passengers to transport items in their vehicles. On every other route, passengers are allowed two personal items, two carry-on bags, and two free checked bags. Two additional bags, oversized bags, and bicycles may be checked for a fee. However, baggage and bikes cannot be checked at certain unstaffed stations.{{cite web |title=Amtrak Carry-On Baggage Policy |url=https://www.amtrak.com/onboard/baggage-policy/carry-on-baggage.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-10-03 |language=en}}{{cite web |title=Amtrak Checked Baggage Policy |url=https://www.amtrak.com/onboard/baggage-policy/checked-baggage.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-10-03 |language=en}}{{cite web |title=Bring Your Bike on Amtrak |url=https://www.amtrak.com/onboard/bring-your-bicycle-onboard.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-10-03 |language=en}}{{cite web |title=Amtrak Bike FAQs |url=https://www.amtrak.com/onboard/bring-your-bicycle-onboard/bike-faqs.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-10-03 |language=en}} Small dogs and cats in carriers are allowed on trips shorter than seven hours for an additional fee. Service animals are exempt from pet restrictions.{{cite web |title=Pets on Amtrak Trains |url=https://www.amtrak.com/onboard/carry-on-pets.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-10-03 |language=en}}

File:Amtrak Signature Railroad French Toast and Orange Juice - 2021-11-15 - Sarah Stierch 01.jpg

All long-distance routes have café car service offering takeaway meals, snacks, drinks, and alcohol.{{cite web |title=Amtrak National Café Menu Version 0723 |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/menus/national/National-Cafe-Menu-0723.pdf |website=amtrak.com |publisher=Amtrak |access-date=2023-09-28}} {{As of|2023}}, sleeping car passengers also have access to one of two types of restaurant-style dining. Traditional Dining is available on eight routes and consists of full table service in a dining car. Six routes instead feature Flexible Dining, where passengers may order hot meals to be delivered to their room or lounge.{{cite web |title=Amtrak Traditional Dining |url=https://www.amtrak.com/onboard/meals-dining/dining-car.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-09-28 |language=en}}{{cite web |title=Amtrak Flexible Dining |url=https://www.amtrak.com/onboard/meals-dining/flexible-dining.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-09-28 |language=en}} Passengers may also bring their own food and drink.{{cite web |title=Personal Food, Beverages and Medication on Amtrak |url=https://www.amtrak.com/onboard/meals-dining/personal-food-beverages-medication.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-09-28 |language=en}}

Amtrak provides free basic Wi-Fi on seven of its long-distance routes: the {{lnl|Amtrak|Auto Train}}, {{lnl|Amtrak|Cardinal}}, {{lnl|Amtrak|Crescent}}, {{lnl|Amtrak|Lake Shore Limited}}, {{lnl|Amtrak|Palmetto}}, {{lnl|Amtrak|Silver Meteor}}, and {{lnl|Amtrak|Floridian}}. The service is intended to support low-bandwidth uses only.{{cite web |title=Journey with WiFi on Amtrak |url=https://www.amtrak.com/onboard/journey-with-wi-fi-train-station.html |website=www.amtrak.com |publisher=Amtrak |access-date=2023-09-29 |language=en}} Onboard internet is dependent on cell towers along the route of the train, so speed and availability correspond to regional cell coverage.{{cite news |last1=Segan |first1=Sascha |title=Can You Actually Work on Amtrak's Free Wi-Fi? We Tested It to Find Out |url=https://www.pcmag.com/news/can-you-work-on-amtraks-free-wi-fi-we-tested-it-to-find-out |access-date=2023-09-29 |work=PCMAG |date=2022-01-25 |language=en}}

Amtrak's long-distance network is a legacy of the railroad age, when trains operated by private railroad companies were the fastest and sometimes only mode of intercity transportation. The mid-20th century saw steep disinvestment in passenger rail relative to air and highway travel. Passenger trains became financial burdens for railroad companies, who sought to discontinue them. As a solution, Congress created Amtrak, a government-owned company, to operate intercity rail as a public service. Most railroads opted-in and transferred their passenger rail operations to Amtrak on May 1, 1971.{{Harvnb|Thoms|1973|pp=38–39}} After the Southern Railway opted-in to Amtrak in 1979, and the Denver and Rio Grande Western Railroad in 1983, Amtrak was left as the sole long-distance train operator in the US.

In the Passenger Rail Investment and Improvement Act of 2008 (PRIIA), Congress divided Amtrak's routes into three strictly-defined service lines: Northeast Corridor routes, short distance corridors (less than {{cvt|750|mi}}), and long-distance routes of more than {{cvt|750|mi}}. Unlike short distance "state-supported" corridors, long-distance routes could continue to receive full federal funding.{{cite web |last1=Szabo |first1=Joseph C. |title=The Implementation of the Passenger Rail Investment and Improvement Act of 2008 |url=https://www.transportation.gov/testimony/implementation-passenger-rail-investment-and-improvement-act-2008 |website=www.transportation.gov |publisher=US Department of Transportation |access-date=2023-06-25 |date=2011-03-11}}{{cite web |title=Overview, Highlights and Summary of the Passenger Rail Investment and Improvement Act of 2008 (PRIIA) |url=https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/1333/PRIIA%20Overview%20031009.pdf |website=railroads.dot.gov |publisher=Federal Railroad Administration |access-date=2023-06-25 |date=2009-03-10}}

{{More citations needed|section|find=discontinued Amtrak routes|date=February 2024}}

In Amtrak's first year, 1971, it significantly overhauled the long-distance rail network in the United States. In addition to selecting which existing routes to retain, Amtrak created several new routes: the Coast Starlight, North Coast Hiawatha, and Lake Shore. It also renamed several routes: the Spirit of St. Louis became the National Limited, the City of New Orleans the Panama Limited, and the South Wind the Floridian. The following year, 1972, the City of San Francisco was renamed the San Francisco Zephyr and the Lake Shore was discontinued.

File:North Coast Hiawatha at Bozeman Pass 1973 postcard (cropped).jpg (1971–1979) at Bozeman Pass en route to {{amtk|Billings}}]]

The Inter-American entered service in 1973 as short-distance train between Laredo and Fort Worth. It was extended north to St. Louis in 1974 and further to {{amtk|Chicago}} in 1976. In 1974 Amtrak renamed the Super Chief to the Southwest Limited and the Texas Chief to the Lone Star following the Atchison, Topeka and Santa Fe Railway revoking permission to use the "Chief" names.

The Mountaineer and Lake Shore Limited began service in 1975, and the Palmetto in 1976. The Mountaineer lasted only until 1977, at which point it was replaced by the Hilltopper. The Pioneer also entered service in 1977, and the James Whitcomb Riley was renamed the Cardinal.

1979 was a year of major restructuring. Six long-distance routes were discontinued by the Carter Administration for not meeting a minimum farebox recovery ratio: the Lone Star, Champion, North Coast Hiawatha, National Limited, Floridian, and Hilltopper. As limited compensation, a Houston section was added to the Inter-American, a St. Petersburg section to the Silver Meteor, and the Empire Builder was rerouted to St. Cloud.{{sfn|Schafer|1991|p=38}} Meanwhile, the Southern Railway transferred its last remaining passenger route, the Southern Crescent, to Amtrak, who renamed it the Crescent. The Desert Wind also entered service in 1979.

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File:Amtrak Pioneer in Columbia River Gorge (1), 1980s postcard (cropped).jpg (1977–1997) in the Columbia River Gorge en route from {{amtk|Boise}} in the 1980s]]

In 1981 the Capitol Limited began service, while the Inter-American was truncated to San Antonio, stripped of its Houston section, and renamed the Eagle. The Empire Builder was rerouted to {{amtk|Wenatchee}}, bypassing the Yakima Valley, while a {{amtk|Portland||Empire Builder}} section was added. The Panama Limited was renamed back to the City of New Orleans in hopes of capitalizing on the song of the same name.

The Denver and Rio Grande Western Railroad opted-in to Amtrak in 1983. As a result, Amtrak rerouted its San Francisco Zephyr over the former route of the D&RGW's Rio Grande Zephyr between Denver and Salt Lake City, renaming the train the California Zephyr. Amtrak also began operating the Auto Train in 1983.

In 1984 Amtrak renamed the Southwest Limited to the Southwest Chief alongside the deployment of Superliner equipment, and also initiated the River Cities as a section of the City of New Orleans. In 1988 the Eagle was renamed the Texas Eagle, and in 1989 Amtrak began the Gulf Breeze as a section of the Crescent.{{clear left}}

In 1990 the Capitol Limited and Broadway Limited were rerouted between {{amtk|Pittsburgh}} and Chicago, bypassing {{amtk|Fort Wayne}}. The Capitol Limited was moved to serve {{amtk|Cleveland}} and {{amtk|South Bend}}, the Broadway Limited to {{amtk|Youngstown}} and {{amtk|Akron||Broadway Limited}}.

File:Amtrak Desert Wind on the Cajon Pass, February 1991.jpg (1979–1997) at Cajon Pass en route from {{amtk|Las Vegas}} in 1991]]

Amtrak extended the Sunset Limited east to Florida in 1993, creating its only coast-to-coast route. The River Cities was discontinued the same year.

Amtrak discontinued the Tampa section of the Silver Meteor in 1994.

In 1995 Amtrak discontinued the Gulf Breeze, Palmetto, and Broadway Limited, the latter being partially replaced with the short-distance Three Rivers. Meanwhile, the City of New Orleans was rerouted west to {{amtk|Greenwood}} between {{amtk|Memphis}} and {{amtk|Jackson||City of New Orleans}}.

In 1996 the Three Rivers was extended to Chicago and the Silver Palm was introduced, essentially restoring service on the routes of the Broadway Limited and Palmetto that had ended the prior year. The Sunset Limited was rerouted to bypass {{amtk|Phoenix}} at the request of Union Pacific.File:Horseshoe Curve August 2002 01.jpg (1995–2005) rounding Horseshoe Curve in 2002]]In 1997, funding issues forced Amtrak to discontinue the Desert Wind and Pioneer, severing Las Vegas, Wyoming, and Southern Idaho from the rail network.{{Cite news |date=1997-05-09 |title=The end of the line for an era |page=E1 |work=Times-News |location=Twin Falls, Idaho |url=https://www.newspapers.com/clip/25378962/desert_wind_and_pioneer/ |access-date=2018-11-13 |via=Newspapers.com}} {{free access}}

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The Silver Palm was renamed to Palmetto in 2002, restoring the route's former name. In 2005 the Three Rivers was discontinued following the cancellation of a related Postal Service contract. That same year, the Sunset Limited was suspended east of New Orleans due to track damage from Hurricane Katrina.{{clear left}}

In November 2024 Amtrak truncated the Silver Star at Washington and merged it with the Capitol Limited, creating a single Chicago–Washington–Miami route: the Floridian.{{Cite press release |last=Woods |first=Kimberly |date=September 23, 2024 |title=Amtrak Launching the Floridian, with Daily Service Between Chicago and Miami |url=https://media.amtrak.com/2024/09/amtrak-launching-the-floridian-with-daily-service-between-chicago-and-miami/ |publisher=Amtrak |access-date=2024-09-25}} This was the first direct train service between the Midwest and Florida since the 1979 discontinuance of the original Floridian, albeit following a longer route.

{{#tag:timeline|

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bar:Ca text:Cardinal

bar:NL text:National Limited

bar:CL text:Capitol Limited

bar:LkS text:Lake Shore

bar:LSL text:Lake Shore Limited

bar:BL text:Broadway Limited

bar:TR text:Three Rivers

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bar:CZ text:California Zephyr

bar:CS text:Coast Starlight

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bar:Hl text:Hilltopper

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In 2017, North Carolina and Connecticut were in talks to extend the Carolinian from New York to {{amtk|New Haven}}. The resultant {{convert|779|mi|adj=on}} route would cross the {{convert|750|mi|adj=on}} threshold required to categorize the Carolinian as a long-distance train, thus freeing North Carolina of its funding obligations.{{cite news |title=Carolinian's New Start |url=http://www.captrail.org/Newsletter_Mar_2017.pdf |access-date=2023-03-30 |work=All Aboard in the Carolinas |publisher=Carolinas Association of Passenger Trains |date=March–April 2017}}{{cite web |first1=Paul |last1=Worley |date=2017-03-22 |title=Rail Division |url=http://www.ncleg.net/documentsites/committees/JointAppropriationsTransportation/2017_Session/3.22.17_RailDivision_NCRR/3.Worley_NCDOTRail_Division.pdf |url-status=dead |archive-url=https://web.archive.org/web/20190110014022/https://www.ncleg.gov/documentsites/committees/JointAppropriationsTransportation/2017_Session/3.22.17_RailDivision_NCRR/3.Worley_NCDOTRail_Division.pdf |archive-date=2019-01-10 |access-date=2019-01-10 |website=ncleg.gov |publisher=North Carolina Department of Transportation |page=9}}

In November 2021, Congress passed the Infrastructure Investment and Jobs Act. Section 22214 of the law orders the Federal Railroad Administration (FRA) to study the restoration of all long-distance Amtrak routes that had been discontinued, daily service on non-daily trains (the {{lnl|Amtrak|Cardinal}} and {{lnl|Amtrak|Sunset Limited}}), and the possibility of new long-distance routes—particularly those that were discontinued upon the formation of Amtrak.{{cite news |title=What's in the Investment in Infrastructure and Jobs Act (IIJA)? |url=https://www.railpassengers.org/happening-now/news/blog/whats-in-the-investment-in-infrastructure-and-jobs-act-iija/ |access-date=2023-09-21 |work=www.railpassengers.org |date=2021-11-08 |language=en}}

Work on the Amtrak Daily Long-Distance Service Study began in September 2022.{{cite news |last1=Worrell |first1=Carolina |title=FRA Kicks Off Amtrak Daily Long-Distance Service Study |url=https://www.railwayage.com/regulatory/fra-kicks-off-amtrak-daily-long-distance-service-study/ |access-date=2023-09-21 |work=Railway Age |date=2022-11-02}} Materials published in February 2023 indicated that the FRA was studying 18 discontinued long-distance Amtrak routes, as well as four that were discontinued in 1971: the City of Miami, George Washington, Pan-American, and San Francisco Chief.{{cite web |title=FRA Long Distance Service Study, Regional Working Group Meeting 1: Overview Presentation |url=https://fralongdistancerailstudy.org/wp-content/uploads/2023/02/Overview-Presentation.pdf |website=fralongdistancerailstudy.org |publisher=Federal Railroad Administration |access-date=2023-09-21 |date=February 2023}}

In February 2024, the FRA released its preferred draft network of fifteen new long-distance routes. The plan would increase the coverage of the long-distance Amtrak network by 23,200 route miles, reaching an additional 45 million population, 61 metropolitan statistical areas, 24 congressional districts, twelve National Park Service sites, and two states (Wyoming and South Dakota).{{cite web |last1=Matthews |first1=Jim |title=The Round Three LD Map Is OUT! |url=https://www.railpassengers.org/happening-now/news/blog/the-round-three-ld-map-is-out/ |website=www.railpassengers.org |publisher=Rail Passengers Association |access-date=2024-02-17 |language=en |date=2024-02-16}}{{cite web |title=FRA Long-Distance Service Study: 1 Regional Working Group Meeting 3 |url=https://fralongdistancerailstudy.org/wp-content/uploads/2024/02/FRA_LDSS_Presentation_for_Web_Meeting3_Optimized.pdf |publisher=Federal Railroad Administration |website=fralongdistancerailstudy.org |access-date=2024-02-19 |date=February 2024}}

The final report for the study, which was released in January 2025, creates a foundation for further planning of potential future long-distance passenger rail services. It identifies preferred route options, capital project priorities, cost estimates, public benefits, and ways Amtrak can collaborate with communities to enhance service. The recommended routes aim to improve access for rural and underserved populations, connect with other rail services, and address past service discontinuations.{{cite web |date=January 2025 |title=Amtrak Daily Long-Distance Service Study |url=https://fralongdistancerailstudy.org/final-report/ |website=fralongdistancerailstudy.org |publisher=Federal Railroad Administration}}

{{reflist|group=note}}

{{reflist}}

• {{All Aboard Amtrak}} {{sfn whitelist|CITEREFSchafer1991}}
• {{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}}

{{Amtrak}}

{{Amtrak routes}}

Long-distance

Category:Night trains of the United States

Category:Amtrak route networks