AmtrakFrom Wikipedia, the free encyclopediaFor other uses, see Amtrak (disambiguation).This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (October 2012)National Railroad Passenger CorporationAmtrakAmtrak logo.svgAmtrak System Map.svgGeographic map of the Amtrak systemReporting mark AMTK, AMTZLocale Contiguous United States (except Wyoming and South Dakota)Ontario, British Columbia, and Quebec in CanadaDates of operation1971presentPredecessorMost privately operated passenger rail systems prior to 1971Track gauge4 ft 8 12 in (1,435 mm) standard gaugeElectrification25Hz ACNortheast Corridor (Washington, D.C. New Haven)Philadelphia to Harrisburg Main Line (Keystone Corridor)60Hz ACNortheast Corridor(New Haven Boston)Length 44 routes: 21,300 miles (34,000 km)track owned: 730 miles (1,170 km)HeadquartersUnion StationWashington, D.C.Websitewww.amtrak.comThe National Railroad Passenger Corporation, doing business as Amtrak, is a publicly funded railroad service operated and managed as a for-profit corporation[1]which began operations on May 1, 1971, to provide intercity passenger train service in the United States.Amtrak operates more than 300 trains each day on 21,300 miles (34,000 km) of track with select segments having civil operating speeds of 150 mph (240 km/h) andconnecting more than 500 destinations in 46 states[2] in addition to three Canadian provinces. In fiscal year 2014, Amtrak served 30.9 million passengers and had $2.189 billion in revenue[3][4] while employing more than 20,000 people.[5] Nearly two-thirds of passengers come from the ten largest metropolitan areas and 83% of passengers travel on routes of 400 miles or less.[6] Its headquarters is at Union Station in Washington, D.C.[7]The name "Amtrak" is a portmanteau of the words "America" and "trak", the latteritself a sensational spelling of "track".[8][9]Contents1 History1.1 Pre-Amtrak1.2 Formation1.3 Rainbow Era (the first decade)1.4 1980s and 1990s1.5 21st century2 Amtrak operations and services2.1 Rail passenger efficiency versus other modes of transportation2.2 Wifi and electronic services2.3 Intermodal connections2.4 Service areas and non-service areas2.5 Train reliability, frequency, and ridership

2.6 Guest Rewards2.7 Freight2.8 Commuter services2.9 Classes of service2.10 Trains and tracks2.11 List of routes3 Management structure3.1 Presidents3.2 Board of directors3.3 Labor issues4 Public funding4.1 History of funding4.2 Controversy5 Carbon emissions6 Transportation of firearms7 Amtrak Residency for Writers8 See also9 References10 Bibliography11 Further reading12 External linksHistorySee also: History of rail transport in the United StatesPre-AmtrakPrivately operated passenger rail serviceThe Illinois Central Railroad's Panama Limited long-distance diesel streamlinertrainThe Boston and Maine Railroad's Speed Merchant Talgo trainThe Gulf, Mobile and Northern Railroad Rebel streamliner trainFrom the mid-19th century until approximately 1920, nearly all intercity travelers in the United States moved by rail.[10] The rails and the trains were owned and operated by private, for-profit organizations. Approximately 65,000 railroadpassenger cars operated in 1929.[11]From 1920 into the later 20th century, passenger rail's popularity diminished and there was a series of pullbacks and tentative recoveries. Rail passenger revenues declined dramatically between 1920 and 1934 because of the rise of the automobile.[10] In the same period, many travelers were lost to interstate bus companies such as Greyhound Lines. However, in the mid-1930s, railroads reignited popular imagination with service improvements and new, diesel-powered streamliners,such as the gleaming silver Pioneer Zephyr and Flying Yankee.[10] Even with theimprovements, on a relative basis, traffic continued to decline, and by 1940 railroads held 67 percent of passenger-miles in the United States.[10]World War II broke the malaise. During the war, troop movements and restrictionson automobile fuel generated a sixfold increase in passenger traffic from the low point of the Great Depression.[10] After the war, railroads rejuvenated overworked and neglected fleets with fast and often luxurious streamliners epitomizedby the Super Chief and California Zephyr which inspired the last major resurgence in passenger rail travel.The postwar resurgence was short-lived. In 1946, there remained 45 percent fewerpassenger trains than in 1929,[10] and the decline quickened despite railroad optimism. Passengers disappeared and so did trains. Few trains generated profits;most produced losses. Broad-based passenger rail deficits appeared as early as1948[10] and by the mid-1950s railroads claimed aggregate annual losses on passenger services of more than $700 million (almost $5 billion in 2005 dollars whenadjusted for inflation).[11][12][13]

By 1965, only 10,000 rail passenger cars were in operation, 85 percent fewer than in 1929.[11] Passenger service was provided on only 75,000 miles (120,000 km)of track, a stark decline.[11] The 1960s also saw the end of railway post officerevenues, which had helped some of the remaining trains break even.[14]Causes of the decline of privately operated passenger rail serviceThe causes of the decline of passenger rail in the United States were complex. Until 1920, rail was the only practical form of intercity transport, but the industry was subject to government regulation and labor inflexibility.[15][16] By 1930, the railroad companies had constructed, with private funding, a vast and relatively efficient transportation network.When the federal government began to construct the National Highway System, therailroads found themselves faced with unprecedented competition for passengers and freight with automobiles, buses, trucks, and aircraft, all of which were heavily subsidized by the government road and airport building programs. In 1916, the amount of track in the United States peaked at 254,251 miles (409,177 km), compared to 140,695 miles (226,427 km) in 2007 (although it remained the largest rail network of any country in the world).[17][18]Some routes had been built primarily to facilitate the sale of stock in the railroad companies; they were redundant from the beginning[citation needed]. These were the first to be abandoned as the railroads' financial positions deteriorated, and the rails were routinely removed to save money on taxes. Many rights-of-way were destroyed by being broken up and built over, but others remained the property of the railroad or were taken over by local or state authorities and turnedinto rail trails.Government regulationFrom approximately 1910 to 1921, the federal government introduced a populist rate-setting scheme. During World War I the railroads proved incapable of functioning as a cohesive network. This forced the United States Government to nationalize the rail industry temporarily. In the 1920s railroad profits stagnated, manyredundant and unprofitable lines were abandoned, and many passenger facilities were allowed to fall into a cycle of deferred maintenance, all of which in smallways drove passengers away, either by higher fares or less appealing service.[16] At the same time, the rise in popularity of the automobile and US Highways such as the Lincoln Highway began to eat away at local rail passenger traffic. Increases in labor costs also further hindered the railroads' ability to make profits on smaller and more sparsely populated lines.[16]The primary regulatory authority affecting railroads, beginning in the late 19thcentury, was the Interstate Commerce Commission (ICC). The ICC played a leadingrole in rate-setting which at times hindered railroads' ability to be profitable in the passenger market. In the 1930s, train speeds were ever increasing, butno advance were being made in signalling and safety systems to prevent collisions. This led to the horrific Naperville train disaster of 1946 and other crashesin New York in 1950. In 1947[19][20] the ICC issued an order requiring US railroads, by the end of 1951, to install automatic train stop, automatic train control or cab signalling wherever any trains would travel at 80 mph (130 km/h) or faster.[21]Such technology was not widely implemented outside the Northeast,[22] effectively placing a speed limit in other areas which is still in effect today, and why the 79 mph (127 km/h) maximum passenger train speed is common in the United States. In 1958, the ICC was granted authority to allow or reject modifications and eliminations of passenger routes (train-offs).[23] Many routes required beneficial pruning, but the ICC delayed action by an average of eight months and when itdid authorize modifications, the ICC insisted that unsuccessful routes be merged

with profitable ones. Thus, fast, popular rail service was transformed into slow, unpopular service.[15]The ICC was even more critical of corporate mergers. Many combinations which railroads sought to complete were delayed for years and even decades, such as the merger of the New York Central Railroad and Pennsylvania Railroad, into what eventually became Penn Central, and the Delaware, Lackawanna and Western Railroad and Erie Railroad into the Erie Lackawanna Railway. By the time the ICC approved the mergers in the 1960s, slower trains, years of deteriorating equipment and station facilities, and the flight of passengers to air and automobile transportation had taken their toll and the mergers were unsuccessful at preserving these railroad's passenger train service. It is important to note the Erie Lackawanna was never a major hauler of passengers, nor its predecessor roads, and was mostlya freight railroad. The Penn Central merger was a failure because it merged twolarge struggling railroads on paper only, two separate management structures remained with little or no integration of assets or management of the former Pennsylvania Railroad and New York Central system. The massive overhead costs of thisoperating scheme played a far greater role in the Penn Central failure than anyactions take by the ICC or any other US Government agency.[citation needed]TaxationAt the same time, railroads carried a substantial tax burden. A World War IIera excise tax of 15% on passenger rail travel survived until 1962.[24] Local governments, far from providing needed support to passenger rail, viewed rail infrastructure as a ready source for property tax revenues. In one extreme example, in 1959, the Great Northern Railway, which owned about a third of one percent (0.34%)of the land in Lincoln County, Montana, was assessed more than 91% of all school taxes in the county.[15] To this day, railroads are generally taxed at a higher rate than other industries, and the rates vary greatly from state to state.[25]Labor-related issuesRailroads also faced antiquated work rules and inflexible relationships with trade unions. Work rules did not adapt to technological change.[15] Average train speeds had doubled from 1919 to 1959, but unions resisted efforts to modify theirexisting 100- to 150-mile work days. As a result, railroad workers' average work days were roughly cut in half, from 57 hours in 1919 to 23 hours in 1959. Labor rules also perpetuated positions that had been obviated by technology; for example,when steam locomotives were replaced with diesel locomotives the rules requireda fireman or stoker aboard the engine at all times, even in switching yards.[citation needed] Between 1947 and 1957, passenger railroad financial efficiency dropped by 42% per mile.Subsidized competitionWhile passenger rail faced internal and governmental pressures, new challenges appeared that undermined the dominance of passenger rail: highways and commercialaviation. The passenger rail industry declined as governments put money into the construction of highways and government-owned airports and the air traffic control system.As automobiles became more attainable to most Americans, the freedom, increasedconvenience and individualization of automobile travel became the norm for mostAmericans. Government actively began to respond with funds from its treasury andlater with fuel-tax funds to build a non-profit network of roads not subject toproperty taxation. Highways then surpassed the for-profit rail network that therailroads had built in previous generations with corporate capital and government land grants. All told between 1921 and 1955 governmental entities, using taxpayer money and in response to taxpayer demand, financed more than $93 billion worth of pavement, construction, and maintenance.[15]

In the 1950s affordable commercial aviation expanded as the Jet Age arrived. Governmental entities built urban and suburban airports, funded construction of highways to provide access to the airports, and provided air traffic control services.Loss of U.S. Mail contractsUntil 1966, most U.S. Postal Service mail was transported on passenger trains. The mail contracts kept many passenger trains economically viable. In 1966, the U.S. Postal Service switched to trucks and airplanes, subsidizing planes insteadof trains, which no longer had mail as a source of revenue.FormationAmtrak's former logo (1971-2001), nicknamed the "inverted arrow" or the "pointless arrow". It is still in use on some signs, stations and rolling stock.Union Station, the headquarters of Amtrak in Washington, D.C.Rail Passenger Service ActIn the late 1960s, the end of passenger rail in the United States seemed near. First had come the requests for termination of services; then came the bankruptcyfilings. The Pullman Company became insolvent in 1969,[26]:147 followed, in 1970, by the dominant railroad in the Northeastern United States, the Penn Central.[27]:234 It now seemed that passenger rail's financial problems might bring downthe railroad industry as a whole, yet few in government wanted to be held responsible for the extinction of the passenger train.In 1970, Congress passed, and President Richard Nixon signed into law, the RailPassenger Service Act. Proponents of the bill, led by the National Association of Railroad Passengers (NARP), sought government funding to assure the continuation of passenger trains. They conceived the National Railroad Passenger Corporation (NRPC), a hybrid public-private entity that would receive taxpayer funding and assume operation of intercity passenger trains. The original working brand name for NRPC was Railpax, but shortly before the company started operating it waschanged to Amtrak. There were several key provisions:Any railroad operating intercity passenger service could contract with the NRPC, thereby joining the national system.Participating railroads bought into the NRPC using a formula based on theirrecent intercity passenger losses. The purchase price could be satisfied eitherby cash or rolling stock; in exchange, the railroads received NRPC common stock.Any participating railroad was freed of the obligation to operate intercitypassenger 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 paidfor 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 and thenceforth had to pursue the customary ICC approval process for any discontinuance or alteration to the service.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 Amtrak to quietly disappear as publicinterest waned.[28] Proponents also hoped that government intervention would bebrief, but their view was that Amtrak would soon support itself. Neither view has proved correct. Popular support has allowed Amtrak to continue in operation longer than critics imagined, while financial results have made a return to private operation infeasible.Non-participating railroadsRio Grande Zephyr operated by the Denver and Rio Grande Western Railroad (DRGW)at Denver's Union Station in April 1983Main article: List of railroads eligible to participate in the formation of Amtr

akOf the railroads that were still offering long-distance passenger service in 1971 only six declined to join Amtrak.[29]Chicago South Shore and South Bend Railroad passenger trains, which operatedin the roughly 100-mile (160 km) industrial corridor between Chicago, Illinoisand South Bend, Indiana continue to operate as the Northern Indiana Commuter Transportation District's South Shore Line.The Georgia Railroad was required by its state charter to maintain roughly 200 miles (320 km) of minimal passenger service, which it did with mixed freight/passenger trains. This limited passenger service continued until the company wassold to the Seaboard System in 1983.The Reading Company maintained passenger services on three short (less than100 mile) lines from Philadelphia to Newark Penn Station, NJ, Bethlehem, PA, andPottsville, PA. The Reading Company merged into Conrail in 1976. Passenger service to Bethlehem and Pottsville was discontinued in 1981, while passenger service to New Jersey was cut back by roughly 50 miles (80 km) to terminate in West Trenton, NJ. The passenger services which remained with Conrail were quickly transferred to SEPTA to form half of their Regional Rail network.The Chicago, Rock Island and Pacific Railroad (the Rock Island) determined that the fee to join Amtrak was greater than the cost of the statutory five yearsof operations for its remaining intercity passenger service. The Rock Island continued operating two truncated passenger trains (the Peoria Rocket and the QuadCities Rocket) on short routes out of Chicago until 1978.Southern Railway relinquished some operations, but continued four routes, including its Southern Crescent. Continued losses convinced Southern Railway to relinquish remaining passenger operations to Amtrak in 1979. Amtrak continues a variation of the Southern Crescent service as the Crescent.The Denver and Rio Grande Western Railroad (DRGW) continued operating its portion of the original California Zephyr service, renamed the Rio Grande Zephyr,between Denver, Colorado and Ogden, Utah. In operation until 1983, the Rio Grande Zephyr was the last privately operated long-distance passenger service in theUnited States. Amtrak subsequently rerouted its modern version of the CaliforniaZephyr to follow DRGW's route between Denver and Salt Lake City.ControversyThe Nixon administration secretly agreed with some railroads that Amtrak would be shut down after two years. 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.[30]Rainbow Era (the first decade)The Coast Starlight, looking very much like a Southern Pacific train, heads north out of San Jose, California on May 1, 1971, Amtrak's first day of operationDay oneAmtrak began operations on May 1, 1971.[27] The corporation was molded from thepassenger rail operations of 20 out of 26 major railroads in operation at the time. The railroads contributed rolling stock, equipment, capital, and crews. In return, they received approval to discontinue their passenger services, and theirchoice of tax breaks or common stock in Amtrak. Amtrak received no rail tracksor right-of-way at its inception. Railroads that shed passenger operations wereexpected to host Amtrak trains on their tracks, for a fee.ConsolidationsThere was a period of adjustment during which Amtrak worked on numerous renovations and improvements. All Amtrak's routes were continuations of prior service, although Amtrak pruned about half the passenger rail network. Of the 364 trains operated previously, Amtrak only continued 182. On trains that continued, to the

extent possible, schedules were retained with only minor changes from the Official Guide of the Railways. Former names largely were continued.Pennsylvania Railroad Metroliner car, built by Budd, c. 1968Several major corridors became freight-only, including New York Central Railroad's Water Level Route across New York and Ohio and Grand Trunk Western Railroad'sChicago to Detroit service, although passenger service soon returned to the Water Level Route with the introduction of the Lake Shore Limited. Reduced passenger train schedules created headaches. A 19-hour layover became necessary for eastbound travel on the James Whitcomb Riley between Chicago and Newport News.Amtrak inherited problems with train stations, most notably deferred maintenance, and redundant facilities resulting from competing companies that served the same areas. On the day it started, Amtrak was given the responsibility of rerouting passenger trains from the seven train terminals in Chicago (LaSalle, Dearborn,Grand Central, Randolph, Chicago Northwestern Terminal, Central, and Union) into just one, Union Station. In New York City, Amtrak had to pay to maintain PennStation and Grand Central Terminal because of the lack of track connections to bring trains from upstate New York into Penn Station, a problem not rectified until the building of the Empire Connection in 1991.Detroit's Amtrak Station. During consolidation Amtrak had to abandon large UnionStations and routed trains into smaller, cheaper to maintain facilities jokingly referred to as "Amshacks" due to their basic design.In many cases, Amtrak had to abandon service into large Union Stations and Central Terminals, routing trains into smaller Amtrak-built facilities down the line,jokingly referred as "Amshacks" due to their basic design. In later years Amtrak has pushed to start reusing some older stations that can be salvaged. Stationssuch as Cincinnati Union Terminal, Kansas City Union Station and St Paul UnionDepot have since had Amtrak passenger service restored. Stations like Buffalo Central Terminal and Michigan Central Station continue to wait and stations such as St Louis and Houston have found other uses or have been demolished.On the other hand, merged operations presented efficiencies such as the combination of three West Coast trains into the Coast Starlight, running from Los Angeles to Seattle. The Northeast Corridor received an Inland Route via Springfield, Massachusetts, thanks to support from New York, Connecticut and Massachusetts. The North Coast Hiawatha was implemented as a second Pacific Northwest route. TheMilwaukee to St. Louis Abraham Lincoln and Prairie State routes also commenced.The first all-new Amtrak route, not counting the Coast Starlight, was the Montrealer/Washingtonian. That route was inaugurated September 29, 1972, along Bostonand Maine Railroad and Canadian National Railway track that had last seen passenger service in 1966. Amtrak was also instrumental in restoring service in the Empire Corridor of upstate New York, between Albany and Niagara Falls, with its Empire Service, a service that was discontinued in the sixties by the New York Central and Penn Central.Northeast Corridor ownershipAmtrak 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.[31] A large part of the legislation was directed to the creation of Conrail, but the law also enabled thetransfer 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.[32] (The portion in Massachusetts is owned by the Commonwealth and managed by Amtrak. The routefrom New Haven to New Rochelle is owned by the Metropolitan Transportation Authority and the Connecticut Department of Transportation as the New Haven Line.)

This main line became Amtrak's "jewel" asset, and helped the railroad generate significant revenues. 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. Nevertheless, in general, Amtrak remained dependent on freight railroads for access to most of its routes outside thenortheast.VerdictA Burlington Northern EMD F3 leads the North Coast Hiawatha into Yakima, Washington in July 1971, an example of early Amtrak "rainbow" consists, made up of equipment still painted in the colors of freight railroadsIn 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.[33][34] Amtrak's ridership increased from 16.6 million in 1972 to 21 million in 1981.[35]Early years: Rainbow EraAmtrak's early years are often called the Rainbow Era, which refers to the ad hoc arrangement of the rolling stock and locomotives from a pool of equipment, acquired by Amtrak, at its formation, that consisted of a large mix of paint schemes from their former owners. This rolling stock, which for the most part still bore the pre-Amtrak colors and logos, formed the multi-colored consists of early Amtrak trains. By mid-1971, Amtrak began purchasing some of the equipment it hadleased, including 286 second-hand locomotives, of the EMD E and F types, 30 GG1electric locomotives, and 1290 passenger cars, and continued leasing even more motive power. By 1975 the official Amtrak color scheme was painted on most Amtrakequipment and newly purchased locomotives and rolling stock began appearing.[36]1979 reorganizationIn 1979 the Pres. Carter administration and Congress' Reorganization Act of 1979pressured Amtrak to drop several lines. The main lines to be dropped were the Lone Star from Chicago to Houston (thereby cutting off north-south travel throughOklahoma), the Floridian from Chicago to Miami (thereby eliminating north-southtravel through Kentucky, Tennessee and Georgia) and the North Coast Hiawatha from Chicago to Seattle, via southern North Dakota and southern Montana.[37] Carter wanted to eliminate the Southwest Chief from Los Angeles to Chicago, but thatroute was saved.[38] The Hilltopper and the National Limited (thereby eliminating service to Columbus) were also eliminated in October of that year.1980s and 1990s[icon] This section requires expansion. (May 2015)A Michigan-bound Amtrak led by a F40PH in still older Phase III paint livery passes through Porter, Indiana, after departing from Chicago in 1993The high-speed Acela Express at New Haven Union StationRidership stagnated at roughly 20 million passengers per year amid uncertain government aid from 1981 to about 2000.[35][39]In the 1990s, Amtrak's stated goal remained operational self-sufficiency. By this time, however, Amtrak had a large overhang of debt from years of underfunding,and in the mid-1990s, Amtrak suffered through a serious cash crunch. To resolvethe crisis, Congress issued funding but instituted a glide-path to financial self-sufficiency, excluding railroad retirement tax act payments.[40]Passengers became "guests" and there were expansions into express freight work,

but the financial plans failed. Amtrak's inroads in express freight delivery created additional friction with competing freight operators, including the trucking industry. Delivery was delayed of much anticipated high-speed trainsets for the improved Acela Express service, which promised to be a strong source of incomeand favorable publicity along the NEC between Boston and Washington, D.C.21st century200005In the 21st century Amtrak replaced its F40PH units with the GE Genesis. Pictured are Amtrak engines #1 and #56, both GE Genesis P42DC diesels, pulling the eastbound California Zephyr at Grand Junction, Colorado, April 2012.Ridership increased during the first decade of the 21st century after implementation of capital improvements in the NEC and rises in automobile fuel costs. 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.[41] Amtrak's leader at the time, David L. Gunn, was polite but direct in response to congressional criticism. Before a congressional hearing, leading Amtrak critic Arizona Senator John McCain demanded the elimination of all operating subsidies; Gunn responded by asking the Senator if he would also demand the same of the commuter airlines, upon which the citizens of Arizona are dependent. McCain,usually not at a loss for words when debating Amtrak funding, did not reply.[42]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.[43] Highways, airports, and air traffic control all require large government expendituresto 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.[44]Under Gunn from 2002 to 2005, almost all the controversial express freight business was eliminated. The practice of tolerating deferred maintenance was reversedto eliminate a safety issue.[45] By late 2005, Amtrak's board of directors hadgone through "months of disagreement over a Bush administration plan to privatize parts of the national passenger rail system and spin off other parts to partial state ownership."[46] Gunn was fired late in the year, and replaced by Amtrakchief engineer David Hughes.[46]200508Alexander Kummant, Amtrak's chief from 2006 to 2008, was committed to operatinga national rail network, and he opposed the notion of putting the NEC under separate ownership,[47] similar to previous president David L. Gunn.[46] 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 theseroutes would be irreversible. In late 2006 Amtrak unsuccessfully sought annualcongressional funding of $1 billion for ten years. Kummant also stated that theinvestment was moderate in light of federal investment in other modes of transportation.[47]In early 2007 Amtrak employed 20,000 people in 46 states and served 25 million passengers a year, its highest amount since its founding in 1970. Politico notedproblems, however, stating that "the rail system chronically operates in the red. A pattern has emerged: Congress overrides cutbacks demanded by the White Houseand appropriates enough funds to keep Amtrak from plunging into insolvency. But, Amtrak advocates say, that is not enough to fix the system's woes." [48] By November 2008, the recently enacted HR 2095 legislation had expanded the Amtrak board to nine people, with only five of those roles filled at the time, includingNancy Naples, and the Secretary of Transportation Mary Peters.[49] Positions shifted again on January 29, 2009.[50]

201015In 2011, Amtrak announced its intention to build a small segment of a high-speedrail corridor from Penn Station in NYC, under the Hudson River in new tunnels,and doubletracking the line to Newark, NJ called the Gateway Project, estimatedto cost $13.5 billion.[51][52][53]Locomotive No. 66 at Los Angeles Union StationAmtrak locomotives No. 156 and No. 66 in 40th Anniversary paint schemes at GalesburgFrom 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, and a documentarywas created. Four commemorative locomotives and a 40th Anniversary Exhibit Train toured the country. The Exhibit Train visited 45 communities and welcomed morethan 85,000 visitors.[54] It was an entirely rebuilt train powered by GE Genesis locomotives and included three refurbished ex-Santa Fe baggage cars and a foodservice car. Four Genesis locomotives were painted into retired Amtrak paint schemes: No. 156 was in Phase 1 colors, No. 66 was in Phase 2 colors, No. 145 andNo. 822 were in Phase 3 colors (822 pulled the Exhibit train),[55] and No. 184 was in Phase 4 colors.[56][57]On-board food and beverage service and warehouse inventories are now managed inreal time by electronic systems. The anticipated savings led CEO Boardman to predict that food service could break even within a few years.[citation needed] E-Ticketing was officially rolled out to the national network on July 30, 2012,[58]and as of 2014, the overwhelming majority of Amtrak passengers enjoy access tofree Wi-Fi.[59]According to Amtrak, in fiscal year 2011, an average of more than 82,000 passengers rode on up to 300 Amtrak trains per day.[60] Two Amtrak routes were extendedin 2012. The Downeaster was extended from Portland to Brunswick, Maine in November, and a daily Northeast Regional trip was extended from Richmond to Norfolk,Virginia in December.[citation needed] In fiscal year 2013, Amtrak set its 10thridership record in 11 years (the recession year of 2009 broke the string.). Total passengers increased from about 20.9 million passengers in 2000 to 30.6 million passengers for the 12 months ending September 30, 2013. Passenger revenue also set a record at $2.1 billion, up 4.2% over fiscal 2012. Combined, the long-distance trains had their best ridership in 20 years, with 4.8 million passengers.Ridership on the NEC was essentially flat at 11.4 million, the second best yearafter 2012, though revenues were up 5.3%. State-supported corridor trains were up 2.2% to 15.4 million.[61]Amtrak operations and servicesMain articles: List of Amtrak routes, List of busiest Amtrak stations and List of Amtrak rolling stockCoast StarlightAmtrak is no longer required by law, but is encouraged, to operate a national route system.[62] Amtrak has some presence in 46 of the 48 contiguous states, allexcept Wyoming and South Dakota.Service on the Northeast Corridor, between Boston, and Washington, D.C., as wellas between Philadelphia and Harrisburg, is powered by overhead electric wires;for the rest of the system, diesel locomotives are used. Routes vary widely in frequency of service, from three-days-a-week trains on the Sunset Limited route (Los Angeles, to New Orleans), to weekday service several times per hour on the NEC, (Boston to Washington, D.C.)[63] Amtrak also operates a captive bus service,Thruway Motorcoach, which provides connections to train routes. In addition, the company owns Passenger Railway Insurance.

The most popular and heavily used services are those running on the NEC, which include the Acela Express and Northeast Regional. The NEC serves Boston; Providence; New Haven; New York City; Newark; Philadelphia; Wilmington; Baltimore; Washington, D.C.; and some smaller cities between. The NEC services accounted for 11.4 million of Amtrak's 31.6 million passengers in fiscal year 2013.[60]Regional services in California, subsidized by the California Department of Transportation are the most popular services outside the NEC. They are the Pacific Surfliner (San Diego-L.A.-Santa Barbara-San Luis Obispo) with 11 trains each wayon the core San Diego-Los Angeles section, the Capitol Corridor (Sacramento-Oakland-San Jose) connect Sacramento with Oakland with 15 trains a day each way, andabout half of those extend to San Jose, and the San Joaquin (Sacramento/Oakland-Stockton-Fresno-Bakersfield) services with four round-trips daily from Oaklandand from Sacramento with two roundtrips, through California's Central Valley, stopping at Stockton, Merced, Fresno, and several smaller cities to Bakersfield. (Passengers going to Los Angeles must take an Amtrak Thruway Motorcoach bus service that takes roughly nine hours). Together the California corridor trains accounted for a combined 5,627,000 passengers in fiscal year 2013.[60] the fifth busiest in the Amtrak system.Other popular corridors include New York State's Empire Service, NYC-Albany-Syracuse-Rochester-Buffalo-Niagara Falls-Toronto, with 1,488,000 passengers last year, and Pennsylvania's Keystone Service NYC-Philadelphia-Lancaster-Harrisburg with 1,467,000 passengers.The Cascades Service has four trains a day each way in the main section, Seattle-Portland, two trains a day extending to Vancouver, British Columbia, and another two daily to Eugene. The Cascades service uses Talgo tilting trains, which hasallowed faster runs on a very curvy route. Cascades trains, supported by the States of Washington and Oregon, carried 812,000 riders. Stimulus funded work underway will bypass a single-track tunnel section, among other upgrades, to shave more time off the trip. The work will increase the track capacity to handle two more trains each way on the core Seattle-Portland segment by 2017, providing sixAmtrak Cascades daily plus the daily Coast Starlight.State-supported services have been growing in Virginia with the addition of a Regional train extended from Washington, D.C. to Lynchburg, and a further extension of a Regional that had been serving Richmond to continue to Norfolk. These trains, plus the existing service to Newport News, had 892,000 passengers last year, in addition to passengers on Regional trains to Richmond (not broken out in Amtrak reports). These state-supported services, called Amtrak Virginia, are verycost effective because they use equipment that would otherwise be parked in theyard in Washington overnight; instead the trains are used early morning and evenings to provide extra service and gain added revenue.A growing network of state-supported trains radiates from Chicago and overlap some of Amtrak's long-distances routes. The corridors include Chicago-Kalamazoo-Ann Arbor-Dearborn-Detroit-Pontiac (with three daily Wolverines), Chicago-Kalamazoo-Lansing-Port Huron (with one daily Blue Water), Chicago-Grand Rapids (with onedaily Pere Marquette), Chicago-Milwaukee (with seven daily Hiawathas plus the daily Empire Builder), Chicago-St Louis (with four daily Lincoln Service plus thedaily Texas Eagle), Chicago-Champaign-Carbondale (with two daily corridor trains, the Illini and Saluki plus the daily City of New Orleans), Chicago-Galesburg(with two daily corridor trains, the Illinois Zephyr and the Carl Sandburg, plusthe daily California Zephyr and Southwest Chief) with the corridor trains continuing to Quincy. In addition, The River Runner offers twice daily service St. Louis-Kansas City.After the State of Illinois stepped up to subsidize two more trains each way StLouis-Chicago, ridership more than doubled. The more convenient choices in the s

chedules attracted many more riders, while newxisting trains, so the robust ridership growthal cost. Illinois also added a second train tole. Altogether it pays a modest yearly subsidyership continues to grow.

trains shared overhead with the emeant more revenue at less marginGalesburg and another to Carbondaof less than $50 million, and rid

Using Stimulus funds, both the Chicago-St Louis route and the tracks Kalamazoo-Dearborn are being upgraded for 110-mph trains. New bi-level coaches (with 30% more capacity) and Next Gen quick-accelerating locomotives will be arriving for these and some other routes by 2017. The changes could cut an hour from the current schedules.Stimulus funds will also be used to create a new service Chicago-Quad Cities. The line was planned to go to Iowa City as part of this project, and eventually toextend to Des Moines and Omaha. But the State of Iowa refused to put any moneyinto the project, so it will be truncated on the Illinois side of the border. Illinois has announced plans to restore service to Rockford and Dubuque, but workhas not begun here.Four of the six stations busiest by boardings are on Amtrak's NEC: New York (Penn Station) (first), Washington (Union Station) (second), Philadelphia (30th Street Station) (third), and Boston (South Station) (sixth). The other two of the top six are Chicago (Union Station) (fourth) and Los Angeles (Union Station) (fifth).[64]Introduced on February 7, 2014, new locomotives are set to replace some of the older ones on the NEC, reducing maintenance costs, thus increasing flexibility within the line's scheduling. They are known as the "Cities Sprinter" and will begin to replace the older fleet of locomotives at a rate of three per month untilNovember 2016. Siemens built the new locos in their solar-powered facility in Sacramento, California. The new engines are state of the art and can reach speedsof 125 mph, shortening route time slightly. These engines will be implemented into the Keystone route as well within the forthcoming months.Most Amtrak trains have both names and numbers. Train routes are named to reflect the rich and complex history of the routes and the areas traversed by them. Each scheduled run of the route is assigned a number. Generally, even-numbered routes run northward and eastward, while odd-numbered routes run southward and westward. Some routes, such as the Pacific Surfliner, use the opposite numbering system, inherited from the previous operators of similar routes, such as the Atchison, Topeka, and Santa Fe Railway. Most NEC trains only have numbers.The 15 busiest routes in the Amtrak system, ordered by region followed by ridership:West CoastPacific Surfliner: San Luis Obispo Santa Barbara Los Angeles San DiegoCapitol Corridor: Sacramento Oakland San JoseSan Joaquin: OaklandStocktonBakersfield & SacramentoStocktonBakersfieldAmtrak Cascades: VancouverSeattlePortlandEugeneCoast Starlight: SeattleLos Angeles

MidwestHiawatha: MilwaukeeChicagoEmpire Builder: Chicago St. Paul Seattle/PortlandLincoln: Chicago St. Louis

Wolverine: ChicagoDetroitPontiacEast/SoutheastSilver Star: New York City Raleigh Tampa Miami

NortheastNortheast Regional: Boston/Springfield New York Philadelphia Baltimore Washington, DC Virginia (either Richmond, Lynchburg, Newport News or Norfolk)Acela: Boston Washington, D.C.Keystone: Harrisburg Philadelphia New YorkEmpire: Niagara Falls Buffalo Albany New YorkDowneaster: BrunswickBostonRail passenger efficiency versus other modes of transportationPer passenger mile, Amtrak is 3040 percent more energy-efficient than commercialairlines and automobiles overall,[65] though the exact figures for particular routes depend on load factor along with other variables. The electrified trains inthe 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.ModeRevenue per passenger mile[66] Energy consumption per passenger mile[65]Deaths per 100 million passenger miles[67]Reliability[68]Domestic airlines13.0 2,931 BTUs0.00 deaths81.9%Transit buses 12.9[69]2,656 BTUs0.06 deathsN/AAmtrak 30.7 1,745 BTUs0.03 deaths83%Autos N/A3,501 BTUs0.48 deathsN/AIt should be noted that 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 250 miles (400km) considered late if they're more than 10 minutes behind schedule, up to 30 minutes for trips over 551 miles (887 km) in length.[68]Wifi and electronic servicesRecent technologyE-Ticketing was officially rolled out to the national network on July 30, 2012.According to an Amtrak news release detailing the rollout, eTicketing provides Amtrak with "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 resolutionof the issue; and more efficient financial reporting."[58] Amtrak had launched its new e-ticketing system on the Downeaster in November 2011.[70]On-board food and beverage service and warehouse inventories are now managed inreal time by electronic systems. The anticipated savings led CEO Boardman to predict that food service could break even within a few years.[citation needed]As of 2014, the overwhelming majority of Amtrak passengers enjoy access to freeWi-Fi. The first Amtrak train to offer free Wi-Fi service to passengers was theDowneaster in 2008, followed by the Acela Express in 2010 and the "Regionals" onthe NEC soon after, and then the Amtrak Cascades in 2011. Starting in February2014, Amtrak is rolling 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 enjoy Wi-Fi access.[59][71]

Intermodal connectionsIntermodal connections between Amtrak trains and other transportation are available at many stations. Most Amtrak rail stations in downtown areas have connections to local public transport. Amtrak also code shares with United Airlines, providing service between Newark Liberty International Airport (via its Amtrak station and AirTrain Newark) and Philadelphia 30th St, Wilmington, Stamford, and NewHaven. Special codes are used to designate these intermodal routes, such as "ZVE" to designate the combination of New Haven's Union Station and Newark International Airport and the Amtrak connection between them. Amtrak also serves airportstations at Milwaukee, Oakland, Burbank, and Baltimore.Amtrak coordinates Thruway Motorcoach service to extend many of its routes, especially in California.Service areas and non-service areasMain article: List of major cities in U.S. lacking Amtrak serviceMap of Amtrak routes showing frequenciesAmtrak receives about a third of its passengers and almost half of its revenue through service over the Northeast Corridor, Boston-NYC-Washington, D.C. The route produces an operating surplus, most of it from the high-speed Acelas. The NECdoes require considerable capital investment, and it is still many billions short of a "state of good repair". For example, most of the catenary south of New York dates from the Depression, when federal funds largely paid for the electrification, the tunnels under Baltimore are close to 150 years old, and several bridges are more than 100 years old and in need of replacement.But nationally, outside the Northeast Corridor, Amtrak is not a major player inpassenger transportation. Ticket prices at Amtrak.com for travel on long distance routes has dramatically increased, while automobile transportation has decreased.[72] Still, passenger rail travel in the U.S. rapidly declined since the mid20th century. In fiscal year 2004 Amtrak routes served over 25 million passengers, while, in calendar year 2004, commercial airlines served 712 million passengers.[73]Amtrak does serve the majority of major cities; however, service is often relatively slow, even by historical standards, and infrequent. For example, many routes only carry one to two trains in each direction per day.[74]Initial Amtrak service cutsWhen it began operations on May 1, 1971, Amtrak implemented a drastically truncated system of trains compared to what had previously existed. Out of the 364 passenger trains that operated on April 30, only 182 were continued.Initially, Amtrak served 44 out of the 50 states. The states not served were:Alaska was (and is) served by the Alaska Railroad, because it is disconnected from the rest of the US.Hawaii was excluded because it is outside the contiguous United States and last had passenger service in 1947.South Dakota's passenger trains, last run by the Milwaukee Road, were discontinued in 1968, prior to the start of Amtrak in 1971.Maine, New Hampshire, and Vermont were excluded because their last passengertrains were discontinued by the Boston and Maine in 1967, prior to the start ofAmtrak in 1971.Subsequent Amtrak service changesAs of 2013 Amtrak provides service to 46 out of the 50 states:

Vermont and New Hampshire gained service when the Montrealer was resumed in1972. They lost service when the train was suspended in 1987, but regained service on its 1989 reintroduction.[75] Then in 1995, service to Montreal was ended,but with a small subsidy from the State of Vermont, the train began to operate as the Vermonter.Maine and New Hampshire regained service in 2001 through the new Downeasterservice, subsidized by the State of Maine, and exceeding all expectations for ridership and revenue.Wyoming lost rail service in the 1997 cut of the Pioneer.However, even within some of the states in which Amtrak operates, service is nominal at best. Many trains operate along borders and/or away from major population areas, such as in Idaho and Kentucky. Many major cities in the Midwest, West,and South have two or fewer trains per day, such as Atlanta, Denver, Cincinnati,Houston, Indianapolis, and MinneapolisSaint Paul, or trains that only stop in the dead of night, like Cleveland, San Antonio, and Little Rock.Meanwhile, outside the Continental US:Alaska is (still) served by the Alaska Railroad, rather than Amtrak. Its line is isolated from the rest of the North American system and connects only by rail barge.Hawaii does not have rail service apart from small tourist railroads on someislands, however an elevated railroad line is under construction on the islandof Oahu.[76] Large inter-city rail lines are not possible due to the state's geography.Service changes due to freight railroadsSince its inception, Amtrak has been reliant on freight railroads, and outside the NEC, portions of Southern California's Pacific Surfliner corridor, and a stretch of track in Michigan, it operates over their rights-of-way. Amtrak servicesare affected if a freight railroad decides to abandon a right-of-way that it uses. This has sometimes led to a rerouting of a train over a different route, adding to a train's travel time, or to the complete discontinuance of a train. Several trains affected by freight railroads over the years have been:Amtrak train in downtown Orlando, FloridaIn 1983, the Silver Meteor and Silver Star, between New York and St. Petersburg, Florida, were truncated to Tampa because Amtrak was unable to take on the costs of maintaining the Seaboard Coast Line Railroad drawbridge, which had allowed the train to cross Tampa Bay.The Sunset Limited wasof Phoenix, Arizona, afterckage that served Phoenix.e, and connects Phoenix to

rerouted in 1997 to stop at Maricopa, 37 miles souththe Union Pacific Railroad decided to abandon the traAmtrak did not have the funds to maintain the trackagMaricopa by an Amtrak Thruway Motorcoach bus.

Standard Pacific Surfliner trainsetThe San Joaquin service runs from Oakland with four round trips daily and from Sacramento with two round trips, through California's Central Valley, stopping at Stockton, Merced, Fresno, and other cities to Bakersfield. But it cannot run into Los Angeles south of Bakersfield because the Tehachapi Pass rail line, owned and operated by Union Pacific, is the busiest single-track freight route inthe country and thus UP prohibits passenger train use (except in emergency). Passengers must take an Amtrak Thruway Motorcoach bus service between Bakersfield and Los Angeles. The 120-mile bus route takes around three hours. Nonetheless, the state-supported San Joaquin has become a very successful route, now the fifthbusiest in the Amtrak system. The upcoming California High-Speed Rail corridor w

ill run though the Tehachapi Pass on newly built trackage, thus re-introducing adirect rail link between Los Angeles and the Central Valley.Travel from Metro Detroit into Canada en route to Toronto was severely hindered when the owners of the freight tracks that go under the Detroit River wantedtoo much money for Amtrak to operate on them. Therefore in the early 2000s, travel on Amtrak from Detroit to Toronto required travel west to Battle Creek, thenup through Lansing, Flint, then Port Huron, across the St. Clair River into Sarnia, then on to Toronto. Eventually, due to the obvious inconvenience and lengthof travel, service to Toronto directly from Michigan ceased altogether. Today would-be train travelers to Toronto are forced to use Via Rail out of Windsor orSarnia, and to reach Via's stations they must cross the border on their own.Service reductions due to funding issuesThe Desert Wind at Las Vegas, Nevada. Service stopped in 1997Amtrak connects with Metra commuter trains, water taxis along the Chicago River,and nearby Chicago 'L' trains from Union Station in Chicago.Several significant Amtrak routes have been eliminated because of lack of funding since 1971, creating other gaps such as:The National Limited, a New York and Washington, D.C. train that provided direct service to Pittsburgh, Columbus, Ohio, Indianapolis, St. Louis, and KansasCity. After its discontinuance in 1979, Chicago was left as the only passenger rail connection between the Midwest and East.The North Coast Hiawatha, between Chicago and Seattle, had supplemented theEmpire Builder service to the Pacific Northwest until 1979. The Hiawatha, running on a more southern route to Seattle than the Empire Builder, provided communities along that corridor with Amtrak service, in addition to providing another daily service between Chicago and MinneapolisSt. Paul.In October 1979, The Floridian, which was the last link with the vaunted ChicagoFlorida services of such trains as the City of Miami, the Dixie Flagler, andthe South Wind, was discontinued along with the Louisville, Kentucky to Sanford,Florida Auto Train that the Floridian connected to in Louisville. This left theMidwest without any direct connections to Florida. Today passengers must traveleast to Washington, D.C. to connect with the southbound Silver Star and SilverMeteor.In 1985, the local Minneapolis-St Paul to Duluth, Minnesota service, the North Star, was eliminated and replaced with through motorcoach service.In 1995, the Atlantic City Express service from New York and Washington D.C.to Atlantic City via Philadelphia, was replaced by New Jersey Transit passengertrains, which operated 14 daily trains in each direction between Philadelphia and Atlantic City.In 1997, the Desert Wind, which ran from Chicago by way of Denver through Salt Lake City to Las Vegas and Los Angeles was discontinued, as was the Pioneer,which ran from Chicago by way of Denver, Salt Lake City, and Boise to Portland and Seattle,. These cutbacks eliminated Amtrak service from Las Vegas, Boise, andall of Wyoming.In 2003, Amtrak discontinued the Kentucky Cardinal, ending all service fromLouisville, Kentucky, to Indianapolis and Chicago.In 2004 all Inland Route Northeast Regional trains between New York and Boston via Hartford and Springfield were moved to the Northeast Corridor. The New Haven Hartford Springfield segment still sees eight trains a day each way shuttleservice. It is being upgraded with Stimulus funds to carry 17 trains a day, andthe upgrades will allow a future restoration of an Inland Route train.In 2005, Three Rivers (a reborn Broadway Limited) was canceled, however NewYork to Chicago trains using the northerly (formerly New York Central) Lake Shore Ltd. route continued.In 2005, the Sunset Limited, which offers three-days-a-week service betweenOrlando FL and Los Angeles CA, was affected by track damage along the Gulf Coast

caused by Hurricane Katrina. This resulted in the train being "temporarily" truncated to the segment between New Orleans LA and Los Angeles CA. Although the track's owner, CSX, completed repairs by early 2006, Amtrak service has not resumed service between New Orleans and Orlando. This is the only example so far of aroute affected by both service cuts and freight railroad issues.Recent issues with freight railroadsAccording to August 2010 issue of Trains Magazine, the Southwest Chief currently faces challenges regarding moves made by BNSF to cease all freight operations between La Junta, CO, and Lamy, NM. It has been reported that BNSF told Amtrak that as of January 1, 2010, all maintenance costs were to be covered by Amtrakif they wished to continue routing the train over the same right-of-way. Furthermore, BNSF has also declared that it will maintain the tracks between Hutchinson, KS, and La Junta, CO, at a Class 2 (30 mph (48 km/h) passenger train maximum)speed instead of a Class 4 (79 mph (127 km/h) passenger train maximum), again handing the bill over to Amtrak if they wanted to see service continue at a Class4 level. These moves have led BNSF to offer to host the Southwest Chief over BNSF's currently used freight routes via Wichita, Wellington, KS, Amarillo, and Clovis, NM.[77] However, Amtrak is seeking help from the states to pay the bill inorder to keep the service as it currently is.Three intermediate stops along the route of the Empire Builder in North Dakota are on the chopping block due to complications arising from Devils Lake, alsoaccording to the August 2010 issue of Trains Magazine. Because Canada will notallow the waters of the lake to drain within its borders, the lake is slowly rising and threatens to submerge the BNSF right-of-way located near it. As a result, BNSF has ended freight service between Devils Lake and Churchs Ferry, handingthe cost of maintenance over to Amtrak. North Dakota's Congressional delegationhas declared that there will be no reroute, as suggested by BNSF, to go directlybetween Fargo, ND, and Minot, ND, and possibly serve New Rockford, ND; instead,they have declared that they will "find the necessary funding needed" in orderto help Amtrak cover the maintenance costs.[77]Train reliability, frequency, and ridershipOn-time performanceAnnual Ridership by fiscal year 19712012Outside the Northeast Corridor and stretches of track in Southern California andMichigan, most Amtrak trains run on tracks owned and operated by privately owned freight railroads.Freight rail operators are required under federal law to give dispatching preference to Amtrak trains. Some freight railroads have been accused of violating orskirting these regulations, allegedly resulting in passenger trains waiting in sidings for an hour or longer while waiting for freight traffic to clear the track. The railroads' dispatching practices were investigated in 2008,[78] resultingin stricter laws about train priority which had a dramatic result. 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 a very poor 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 an abysmal 5% on-time record in 2008, went up to 78.3%.[79] However, this improved performance also 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.[80]Train frequencyFor the frequency of trains on various Amtrak routes: see List of Amtrak routesRidership

Passengers carried on Amtrak trains for each fiscal year (19712014 data:[81]).1971:1972:1973:1974:1975:1976:1977:1978:1979:1980:1981:1982:1983:1984:1985:1986:1987:1988:1989:1990:1991:1992:1993:1994:1995:1996:1997:1998:1999:2000:2001:2002:2003:2004:2005:2006:2007:2008:2009:2010:2011:2012:2013:2014:

6,450,304 (MayOct only)15,848,32716,958,05618,670,31917,269,000 (estimated OctDec)18,046,13618,961,87618,922,65221,406,76821,219,14920,609,94419,042,32519,038,56319,943,07520,776,09120,327,90920,414,61421,496,30321,363,27122,186,30022,062,42521,345,24722,065,86921,837,62620,726,49019,605,39820,190,45021,094,16521,508,69920,992,48521,812,22421,669,20722,333,18023,362,72924,031,17024,306,96525,847,53128,716,40727,167,01428,716,85730,186,733[82]31,240,565[83]30,854,945[84]30,921,274[84]

Guest RewardsEMD F59PHI locomotive used for Capitol Corridor and San Joaquin service. Note: the locomotive is owned by the California Department of Transportation rather than Amtrak itself.Amtrak's loyalty program, Guest Rewards,[85] 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 or discounted Amtrak tickets and other rewards.FreightAmtrak Express (reporting marks AMTK, AMTZ) provides small-package and less-than

-truckload shipping among more than 100 cities. Amtrak Express also offers station-to-station shipment of human remains to many express cities. At smaller stations, funeral directors must load and unload the shipment onto and off the train.Amtrak hauled mail for the United States Postal Service and time-sensitive freight, but canceled these services in October 2004 due to minuscule profits.[86] On most parts of the few lines that Amtrak owns, trackage-rights agreements allowfreight railroads to use its trackage.Commuter servicesMain article: Commuter rail in North AmericaThrough various commuter services, Amtrak serves an additional 61.1 million passengers per year in conjunction with state and regional authorities in California(through Amtrak California and Metrolink), Connecticut (through Shore Line East), and Maryland (through MARC).Amtrak's Capitol Corridor, Pacific Surfliner (formerly San Diegan), and San Joaquin are funded mostly by the California Department of Transportation (Caltrans),rather than the US Federal Government.Classes of serviceThis section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (October 2010)Amtrak has a variety of coaches that suit a variety of needs. Class choices aresimilar to those used by airlines.Bi-level Superliner cars, used on long-distance routes, except in the Northeastbecause of low vertical clearances and incompatibility with high-level platformsFirst ClassFirst Class service is currently offered on the Acela Express only. Previously First Class was offered on the Northeast Direct (predecessor to the Northeast Regional) as well as the Metroliner up until that service's discontinuation in 2006.Seats are larger than those of Business Class and come in a variety of seating modes (single, single with table, double, double with table and wheelchair accessible). First Class is located in separate cars from the other classes. First Class includes complimentary meal and beverage service along with free newspapers and hot towel service. First Class seats are set in a 1x2 configuration. There are two attendants per car.First Class passengers have access to Amtrak ClubAcela lounges in Washington D.C., Philadelphia, New York and Boston. ClubAcela lounges offer complimentary drinks, personal ticketing service, lounge seating, conference areas, computer/internet access and televisions tuned to CNN. At the Philadelphia and Washington, D.C. lounges, passengers can board their train directly from the lounge. In Philadelphia passengers use an elevator to access the train, while in Washington passengers leave through a side door leading to the train platform.Sleeper ServiceThe interior of a Pacific Parlour CarSleeper Service rooms are considered First Class on long-distance trains. Roomsare classified into roomettes, bedrooms, family bedrooms and accessible bedrooms. Included in the price of a room are full meals and attendant service. At night, attendants convert rooms into sleeping areas with fold-down beds and fresh linens. Complimentary juice, coffee and bottled water are included as well. Sleepercar passengers have access to all passenger facilities aboard the train.Sleeper passengers also have access to the ClubAcela lounges in stations along the NEC, access to the Metropolitan Lounges in Chicago, Los Angeles, and Portland

(Oregon), and access to unattended first-class lounges in Miami, New Orleans, Raleigh, St. Louis, and St. Paul/Minneapolis.Sleeper car passengers on the Los Angeles Seattle Coast Starlight also have access to the Pacific Parlour Car. The Pacific Parlour Cars were converted from thefamous ex-Atchison, Topeka and Santa Fe Hi-Level cars of the 1950s.[87] The Pacific Parlour Car has a bar with a dedicated staff attendant, table seating that functions as an alternate first-class dining venue during mealtimes, and swivel armchairs. A movie theater is located downstairs.Business ClassBusiness Class is the minimum class of service on the Acela Express and is offered as an upgrade on Northeast Regional and similar trains. Business Class passengers also receive complimentary non-alcoholic beverages and newspapers (typically The New York Times, even if boarding/originating outside New York City).Two different Business Class seat configurations exist:Some trains feature Business Class seats at one end of the Cafe Car. These leather seats recline substantially, are in a 1x2 layout, and feature cup holdersand leg rests.Other trains feature dedicated Business Class cars. Compared to Regional Coach cars, Business Class cars generally have more comfortable seats, more legroom, and foot rests. The cloth seats are organized in a 2x2 layout and offer NorthAmerican standard (120 V, 60 Hz) electrical outlets along the windows, but lackcup holders. One end of this car type normally has open floor space for luggagethat will not fit in the overhead racks.Amfleet snack bar car, known as a "Cafe car", in an eastern Amtrak trainAmfleet coach seatingCoach ClassReserved Coach in a SuperlinerAmtrak has several variations that it considers Coach Class.[88]Reserved CoachReserved Coach is the standard class of service on most Amtrak trains (except Acela).[88] Coach seats are always set in a 2x2 configuration, but the seats themselves come in two varieties:Regional Coach is found on shorter (day) routes such as the Northeast Regional, Empire Service, the Keystone, and the Downeaster.[88] Seats in this type ofcar are comparable to economy seating on airlines, but have more generous legroom and recline further.[88]Long Distance Coach is mostly found on overnight sleeper routes, such as theEmpire Builder and the Lake Shore Limited.[88] These seats have a much deeper recline, more legroom, legrests, footrests, and North American standard (120 V, 60 Hz) power outlets along the windows.[88] Long distance coaches also run on longer daytime trains in the east, and can substitute for corridor coaches on othershort distance lines.[88]All ticketed passengers are guaranteed a seat, although passengers are not assigned a specific seat on their tickets. The lack of advance seat assignment is unlike Canada's Via Rail and many long-distance train services in Europe. If the train is not sold out, passengers are usually permitted to purchase tickets on theday of departure, or in some cases aboard the train.Unreserved CoachUnreserved Coach seating is offered on a first-come, first-served basis on someof Amtrak's shorter distance and commuter-oriented routes.[88] Unreserved coach

is also used as a designator when Amtrak through-books an itinerary with a regional transit operator's commuter service (such as New Jersey Transit's Atlantic City Line).[88]Trains and tracksA southbound Downeaster passenger train at Ocean Park, Maine, as viewed from thecab of a northbound trainThis section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (October 2010)Most tracks on which Amtrak operates are owned by freight railroads, but Amtrakowns the rail track in most of the NEC and a few other places.Tracks not owned or leased by AmtrakAmtrak operates over all Class I railroads in the United States, as well as several regional railroads and short lines. Other sections are owned by terminal railroads jointly controlled by freight companies or by commuter rail agencies. Amtrak is able to do this because it has trackage rights, but it does not maintainthose tracks or control train movements on those tracks.The arrangement affects Amtrak operations in two significant ways:The host railroad is responsible for maintenance. Occasionally, Amtrak has suffered service disruptions from untimely track rehabilitation. When host railroads have simply refused to maintain their tracks to Amtrak's needs, Amtrak occasionally has been compelled to pay the host to maintain the tracks.Amtrak has priority over freight traffic only for a specified and small window of time. When a passenger train misses that window, for example due to an earlier delay, host railroads may (and frequently do) direct passenger trains to follow slower freight traffic. This means that even minor delays quickly become major delays. In some cases, an unauthorized delay caused by a freight railroad might expose the host railroad to financial penalties by law.Tracks owned or leased by AmtrakAlong the NEC and in several other areas, Amtrak owns 730 route-miles of track (1175 km), including 17 tunnels consisting of 29.7 miles (47.8 km) of track, and1,186 bridges (including the famous Hell Gate Bridge) consisting of 42.5 miles (68.4 km) 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. Amtrak owns and operates the following lines:[89]Northeast CorridorMain article: Northeast CorridorAn electric Amtrak train with two AEM-7 locomotives running through New Jersey on the Northeast CorridorThe Northeast Corridor between Washington, D.C. and Boston via Baltimore, Philadelphia, Newark, New York and Providence is largely owned by Amtrak, working cooperatively with several state and regional commuter agencies.Segments controlled by Amtrak:From Boston to the Massachusetts/Rhode Island state line (operated and maintained by Amtrak, but owned by the Commonwealth of Massachusetts)From the MassachusettsRhode Island state line to New Haven, Connecticut, 120miles (190 km)From New Rochelle, New York to Washington, D.C., 240 miles (390 km)Between New Haven, Connecticut, and New Rochelle, New York, Northeast Corridor t

rains 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, with ownership as follows:Between New Haven, Connecticut and the New York/Connecticut border (Port Chester/Greenwich) the track is owned by the state of Connecticut.Between Port Chester, NY and New Rochelle, NY the track is owned by the MTA.Philadelphia to Harrisburg Main LineMain article: Philadelphia to Harrisburg Main LineThis line runs from Philadelphia to Harrisburg,investment partnership with the Commonwealth ofmprovements were completed in October 2006 thata top speed of 110 miles per hour (180 km/h) to

Pennsylvania. As a result of anPennsylvania, signal and track iallow all-electric service withrun along the corridor.

104 miles (167 km), Philadelphia to Harrisburg (Pennsylvanian and Keystone Service)Empire CorridorMain article: Empire Corridor11 miles (18 km), New York Penn Station to Spuyten Duyvil, New York94.5 miles (152 km), Poughkeepsie, New York to Schenectady, New York (operated and maintained by Amtrak, leased by Amtrak from CSX using funding from New York State)[90]The tracks across the Whirlpool Rapids Bridge and short approach sections near it.[91]New Haven-Springfield LineMain article: New Haven-Springfield Line60.5 miles (97.4 km), New Haven to Springfield (Northeast Regional, Vermonter, and especially the New HavenSpringfield Shuttle).Other tracks and Amtrak propertiesChicagoDetroit Line: 98 miles (160 km), Porter, Indiana to Kalamazoo, Michigan (Blue Water and Wolverine)Post Road Branch: 12.42 miles (19.99 km), Post Road Junction to Rensselaer,New York (Lake Shore Limited)Amtrak also owns station and yard tracks in Chicago, Los Angeles, New Orleans, New York City, Oakland (Kirkham Street Yard), Orlando, Portland, Oregon, Saint Paul, Seattle, and Washington, D.C.Amtrak leases station and yard tracks in Hialeah, near Miami, Florida, from theState of Florida.Amtrak owns the Chicago Union Station Company (Chicago Union Station) and New York Penn Station. It has a 99.7% interest in the Washington Terminal Company[92](tracks around Washington Union Station) and 99% of 30th Street Limited (Philadelphia 30th Street Station). Also owned by Amtrak is Passenger Railroad Insurance.[93]List of routesMain article: List of Amtrak routesNorthbound Silver Star heading to New York in Winter Park, FloridaIn this 2008 photo, Amtrak P42DC Locomotive No. 29 waits in Comstock, Michigan,for a westbound train to passAn Amtrak EMD F59PHI locomotive parked in Solana Beach, CA on Pacific Surfliner

serviceAmtrak offers different, often historical, views of America from earlier times.Pictured is the Amtrak station in Hammond, Louisiana, refurbished with a modernrailway platform.The Carolinian stopping in Raleigh, North Carolina in "Phase V" liveryServiceRouteAcela Express Boston Washington, D.C.AdirondackMontreal New York CityAmtrak CascadesVancouver, British Columbia Eugene, Oregon (via Portland, Oregon and Seattle, Washington)Auto TrainLorton (Washington, D.C. area)- Sanford (Orlando, Florida area)Blue WaterChicago Port HuronCalifornia ZephyrChicago Emeryville (San Francisco)Capitol CorridorAuburn Sacramento San Jose (via Oakland)Capitol LimitedChicago Washington, D.C. (via Cleveland, Ohio and Pittsburgh, Pennsylvania)CardinalChicago New York (via Indianapolis/Cincinnati/D.C.)Carl Sandburg Chicago QuincyCarolinianNew York Raleigh Greensboro CharlotteCity of New OrleansChicago New OrleansCoast StarlightSeattle Los Angeles (via Sacramento/Oakland)CrescentNew York New Orleans (via Atlanta)DowneasterBoston - Brunswick, Maine (via Portland)Empire Builder Chicago Portland, Oregon/Seattle (via Spokane)Empire Service New York Niagara Falls (via Albany)Ethan Allen ExpressNew York Rutland (via Albany)Heartland FlyerOklahoma City Fort WorthHiawathaChicago MilwaukeeHoosier State Chicago IndianapolisIllini Chicago CarbondaleIllinois ZephyrChicago QuincyKeystone ServiceNew York Harrisburg (via Philadelphia)Lake Shore LimitedNew York / Boston Chicago (via Albany)Lincoln ServiceChicago St. LouisMaple LeafNew York TorontoMissouri River Runner St. Louis Kansas CityNew HavenSpringfield Shuttle New Haven SpringfieldNortheast RegionalBoston or Springfield New York Washington DC Virginia (Newport News or Lynchburg)Pacific SurflinerSan Luis Obispo Los Angeles San DiegoPalmettoNew York SavannahPennsylvanian New York Pittsburgh (via Newark, Philadelphia, Harrisburg and Altoona)Pere Marquette Grand Rapids ChicagoPiedmontCharlotte RaleighSaluki Chicago CarbondaleSan JoaquinBakersfield Oakland / SacramentoSilver Meteor New York MiamiSilver StarNew York MiamiSouthwest ChiefChicago Los AngelesSunset Limited Los Angeles New OrleansTexas EagleChicago Los Angeles (through San Antonio and Dallas)VermonterWashington St. AlbansWolverineChicago Detroit PontiacMotive power and rolling stockMain article: Amtrak rolling stockAmtrak owns 2,142 railway cars and 425 locomotives for revenue runs and service.Examples include the GE P42DC, the EMD AEM-7, the Amfleet car and the Superliner car. Occasionally private cars, or loaned locomotives from other railroads can

be found on Amtrak trains.Management structurePresidentsRoger Lewis (19711974)[94]Paul Reistrup (19741978)[95]Alan Stephenson Boyd (19781982)[96][97]W. Graham Claytor, Jr. (19821993)[98]Thomas Downs (19931998)[99]George Warrington (19982002)[100]David L. Gunn (20022005)[101][102]David Hughes (interim) (20052006)[101]Alexander Kummant (20062008)[103][104]William Crosbie (interim) (2008)Joseph H. Boardman (2008present)[50][105]Board of directorsAnthony Coscia, Chairman[1]Jeffrey Moreland, Vice-Chairman[2]Joseph H. Boardman, CEO and PresidentThomas C. Carper[3]Albert DiClemente[4]Anthony Foxx, United States Secretary of TransportationSarah Feinberg, Acting Administrator of the Federal Railroad Administrationand alternate for the Secretary of Transportation[5]Yvonne Brathwaite BurkeChristopher R. Beall[6]Leaders and political influencesWilliam Graham Claytor JrUnlike many large businesses, subsequent to its formation Amtrak has had only one active investor: the U.S. government. Like most investors, the federal government has demanded a degree of accountability. Determination of congressional funding and selection of Amtrak's leadership have been infused with political considerations. As discussed below, funding levels and capital support have varied over time.Like many railroads, some members of Amtrak's board have had little or no experience with railroads. Conversely, Amtrak also has benefited from the interest ofhighly motivated and politically oriented public servants. For example, in 1982,former Secretary of the Navy and retired Southern Railway head William Graham Claytor Jr. brought his military and railroad experience to the job. Graham Claytor earned distinction as a lawyer (he was president of the Harvard Law Review and law clerk to U.S. Judge Billings Learned Hand and Supreme Court Justice LouisBrandeis); as a transportation executive (he joined the Southern as vice president-law in 1963, became president in 1967, and retired in 1977, five years beforehe took over the command at Amtrak); and as a public servant (he was PresidentCarter's Secretary of the Navy, Deputy Secretary of Defense, and, briefly, Acting Secretary of Transportation, all between his two railroad careers). Claytor came out of retirement to lead Amtrak after the disastrous financial results during the Carter administration (19771981).[106]He was recruited by then Secretary of Transportation, Drew Lewis, and Federal Railroad Administrator Robert Blanchette, both Reagan appointees. Despite the factthat Claytor frequently opposed the Reagan Administration over Amtrak funding issues, he was strongly supported by John H. Riley, an attorney who was the highly skilled head of the Federal Railroad Administration (FRA) under the Reagan Administration from 1983 to 1989. Claytor, the longest serving Amtrak CEO, at 12 ye

ars, clearly enjoyed a good relationship with Congress and was perceived by manyin the rail industry and government to have done an outstanding job of runningAmtrak. Due to limited federal funding, Claytor was forced to use short-term debt to keep most of its operations running.[107] Also, during the Reagan Administration, Secretary of Transportation Elizabeth Dole tacitly supported Amtrak.In the 1990s, Claytor was succeeded at Amtrak's helm by a succession of career public servants. First, Thomas Downs, who had overseen the Union Station projectin Washington, D.C., which experienced substantial delays and cost overruns, assumed the leadership. Amtrak faced a serious cash crisis during 1997. However, Tim Gillespie, Amtrak's highly regarded vice president for government affairs foralmost two decades, persuaded Congress to include 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.[108]In January 1998, after Amtrak weathered this serious cash shortfall, George Warrington succeeded Downs. Warrington previously led Amtrak's NEC Business Unit. Warrington ran into trouble with Congress and the Administration through lavish spending and extensive borrowing. When he mortgaged Penn Station in New York Cityhe ran into a fire storm of opposition in Congress. Warrington stepped down shortly thereafter. The 1988 Democratic Presidential nominee Michael Dukakis servedas Amtrak's vice chairman of the board and was nominated as a director by President Bill Clinton in 1998.David Gunn (right) with Senator Joe Biden and Senator Tom Carper touring Amfleetdinette 28351's dining facilities in 2003In April 2002, David L. Gunn was selected as president. Gunn had a strong reputation as a straightforward and experienced manager. Years earlier (between 1991 and 1994), Gunn's refusal to "do politics" put him at odds with the Washington Metropolitan Area Transit Authority board of directors, which included representatives from the District of Columbia and suburban jurisdictions in Maryland and Virginia. Gunn was an accomplished public servant and railroad person and his successes before Amtrak earned him a great deal of credibility, despite a sometimesrough relationship with politicians and labor unions.Gunn was polite but direct in response to congressional criticism of Amtrak, andhis tenure was punctuated by successes in reducing layers of management overhead in Amtrak and streamlining operations. Amtrak's Board of Directors removed Gunn on November 9, 2005. The board then appointed David Hughes, Amtrak's Chief Engineer, as interim CEO.[101] Given Gunn's solid performance, many Amtrak supporters feared that Gunn's departure was Amtrak's death knell, although those fears were not realized.On August 29, 2006 Alexander Kummant was named as Gunn's permanent replacement effective September 12, 2006.[103] Kummant resigned on November 14, 2008. The board appointed Amtrak COO William Crosbie as interim CEO.[109]On November 26, 2008, the board appointed Federal Railroad Administration chiefJoseph H. Boardman as interim Amtrak President and CEO for one year.[50] Prior to joining the FRA, Mr. Boardman had been appointed by Governor George Pataki, aRepublican, as the Commissioner of the New York State Department of Transportation (NYSDOT), serving from July 1997 until 2005, when President George W. Bush appointed him as Administrator of the FRA. Boardman was one of the highest-rankingRepublicans and Bush appointees held over when the Obama Administration came in. In January 2010, Amtrak announced that it had extended Boardman's appointmentindefinitely.[110] 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.[111]Labor issues

In the modern era, Amtrak faces a number of important labor issues. In the areaof pension funding, because of limitations originally imposed by Congress, mostAmtrak 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, somecritics, such as the National Association of Railroad Passengers, maintain thatAmtrak is subsidizing freight railroad pensions by as much as US$150 million/year.[112]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.[113] Since that time, many of Amtrak's employees have been working without acontract. The most recent contract, signed in 1999, was mainly retroactive.Because of the fragmentation of railroad unions by job, Amtrak has 14 separate unions to negotiate with. Plus, it has 24 separate contracts with those unions.[114] 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 toprivatize large parts of Amtrak's unionized workforce.[115]In late 2007 and early 2008, however, major labor issues arose, a result of a dispute between Amtrak and 16 unions regarding which employees should receive healthcare benefits. The dispute was not resolved quickly, and the situation escalated to the point of President Bush declaring a Presidential Emergency Board to resolve the issues. It was not immediately successful, and a strike was threatenedto begin on January 30, 2008. In the middle of that month, however, it was announced that Amtrak and the unions had come to terms and January 30 passed withouta strike. In late February it was announced that three more unions had worked out their differences, and as of that time it seemed unlikely that any more issues would arise in the near future.Public fundingAmtrak receives annual appropriations from federal and state governments to supplement operating and capital programs.Total federal grant appropriations per year[116] FY 2009FY 2010FY 2011FY 2012FY 2013$1,488,000,000 $1,565,000,000 $1,484,000,000 $1,418,000,000 $1,374,000,000History of funding1970s to 1990sAmtrak commenced operations in 1971 with $40 million in direct federal aid, $100million in federally insured loans, and a somewhat larger private contribution.[117] Officials expected that Amtrak would break even by 1974, but those expectations proved unrealistic and annual direct Federal aid reached a 17-year high in1981 of $1.25 billion.[118] 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.[119] In the late 1980s and early1990s, Congress continued the reductionist trend even while Amtrak expenses heldsteady 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 continueto service its debts.[120] 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 by2003 or liquidation.[121] Amtrak made financial improvements during the period,but ultimately did not achieve self-sufficiency.2000s

In 2004, a stalemate in federal support of Amtrak forced cutbacks in services and routes as well as 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 $1.8billion 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 stateof good repair. In Congressional testimony, the DOT Inspector General confirmedthat 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 forhigh-speed rail to a $1 billion appropriation.[122]Amtrak Cascades service with tilting Talgo trainsets in Seattle, WashingtonAmtrak's Piedmont near Charlotte, North Carolina with a state-owned locomotive.This route is run under a partnership with the North Carolina Department of Transportation.State governments have partially filled the breach left by reductions in federalaid. 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 wellas 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 20072008, Amtrak has seen recordridership.[123] Capping a steady five-year increase in ridership overall, regional lines saw 12% year-over-year growth in May 2008.[124] In October 2007, the Senate passed S-294, Passenger Rail Improvement and Investment Act of 2007 (7022)sponsored by Senators Frank Lautenberg and Trent Lott. Despite a veto threat byPresident Bush, a similar bill passed the House on June 11, 2008, with a veto-proof margin (311104).[125] The final bill, spurred on by the September 12 Metrolink collision in California and retitled Rail Safety Improvement Act of 2008, wassigned into law by President Bush on October 16, 2008. The bill appropriates $2.6 billion a year in Amtrak funding through 2013.[126]2010sAmtrak 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.[60]Amtrak has argued that it needs to increase capital program costs in 2013 in order to replace old train equipment because the mult