|본부||1 Massachusetts Avenue, NW, 워싱턴, DC|
|보고 표시||AMTK 및 AMTZ (IATA 코드 : 2V) |
(캘리포니아 주정부 Amtrak 서비스 용 CDTX)
|운영 날짜||1971 년 5 월 1 일   – 현재|
|전임자||20 개의 민간 운영 시외 여객 철도 시스템|
|트랙 게이지||4 피트 8+1 / 2 의(1,435mm) 표준궤|
|웹 사이트||amtrak |
A와 1971 년에 설립 된 준 공기업 많은 미국 여객 철도 노선을 운영하는,    암트랙은 주 및 연방 보조금의 조합을 수신하지만,로 관리되는 비영리 단체 .  미국 연방 정부 는 교통부 장관을 통해 회사가 발행하고 발행 한 모든 우선주를 소유합니다.  Amtrak의 본사는 워싱턴 DC 의 Union Station 에서 서쪽으로 한 블록 떨어져 있습니다. 
Amtrak은 46 개 주와 캐나다 3 개 주에서 500 개 이상의 목적지에 서비스를 제공하며 34,000km (21,400 마일)의 트랙에서 매일 300 개 이상의 기차를 운행합니다. Amtrak은이 트랙의 약 623 마일을 소유하고 있으며 추가로 132 마일의 트랙을 운영합니다. 일부 선로 구간에서는 열차가 시속 240km (150mph)의 속도로 달릴 수 있습니다. 
년 회계 연도에 2018, 암트랙 31.7 만 명의 승객을 제공하고 20,000 명 이상의 사람을 고용하면서, 매출 $ 3.4 억이 있었다. 거의 87,000 명의 승객이 매일 300 대 이상의 암트랙 열차를 타고 있습니다.  거의 3 분의 2의 승객이 10 대 대도시 지역에서 왔습니다. 승객의 83 %는 400 마일 (645km) 미만의 경로로 여행합니다. 
이름 암트랙은 A는 합성어 단어의 미국 및 TRAK , 자체 후자의 감각적 인 맞춤법 의 트랙 . 
개인 여객 서비스
1916 년에 미국의 모든 상업 도시 간 여행자 중 98 %가 철도로 이동했고 나머지 2 %는 내륙 수로 로 이동했습니다 .  거의 4,200 만 명의 승객이 철도를 주요 교통 수단으로 사용했습니다.  여객 열차는화물 열차를 운영하는 동일한 개인 소유 회사가 소유하고 운영했습니다.  20 세기가 진행됨에 따라 버스 , 항공 여행 , 자동차 경쟁으로 인해 후원이 감소했습니다 . Pioneer Zephyr 와 같은 새로운 유선형 디젤 동력 열차 는 여행하는 대중에게 인기가 있었지만 추세를 뒤집을 수는 없었습니다.  1940 년까지 철도는 미국에서 상업용 승객 마일의 67 %를 차지했습니다. 실제로 승객 마일은 1916 년 이후로 420 억에서 250 억으로 40 % 감소했습니다. 
군대 이동과 휘발유 배급의 도움으로 제 2 차 세계 대전 중에 교통량이 급증했습니다 . 철도의 시장 점유율은 1945 년에 74 %로 급증하여 940 억 승객 마일을 기록했습니다.  전쟁이 끝난 후 철도는 빠르고 호화로운 유선형 여객기로 과로하고 방치 된 여객선에 활력을 불어 넣었습니다.  이 새로운 열차는 전반적인 하락에 임시 구호를 가져왔다.  전후 여행이 폭발적으로 증가 했음에도 불구하고 전체 시장 점유율의 승객 여행 비율은 1950 년에 46 %, 1957 년에 32 %로 떨어졌습니다.  철도는 대공황 이후 승객 서비스에 손실을 입 었지만 적자는 도달했습니다. 1957 년에 7 억 2300 만 달러. 많은 철도에서 이러한 손실은 재정적 생존을 위협했습니다. 
이러한 감소의 원인은 많은 논쟁이있었습니다. 국도 시스템 과 공항은 모두 자신의 인프라에 대해 지불 한 철도와 직접 경쟁 정부의 지원.  미국의 자동차 문화 는 제 2 차 세계 대전 이후에도 증가했습니다. 진보적 인 시대의 금리 규제는 철도의 수익 창출 능력을 제한했습니다.  철도는 구식 취업 규칙 및 노동 조합과 경직된 관계를 직면했다. 한 가지 예를 들자면, 근로자들은 100 ~ 150 마일 (160 ~ 240km) 근무일에 대해 하루 급을 계속 받았습니다. 유선형은 2 시간 만에이를 다뤘습니다. 
문제는 1960 년대에 위기에 접어 들었습니다. 여객 서비스 노선 마일은 1958 년 107,000 마일 (172,000km)에서 민간 운항의 마지막 해인 1970 년에는 79,000km (49,000 마일)로 감소했습니다.  1967 년 말 에 대부분의 미국 우체국 우편이 여객 열차에서 트럭, 비행기,화물 열차로 전환되면서 그 열차는 절실히 필요한 수입을 빼앗겼다.  직접 응답으로 Atchison, Topeka 및 산타페이 철도는 나라에서 가장 큰 철도 중 하나에 거의 모든 승객 서비스를 종료, 남아있는 39 개 열차 (33)를 중단하기로 제기했다.  제 2 차 세계 대전 이후 철도가 주문한 장비는 이제 20 년이되어 낡았으며 교체가 필요했습니다. 
As passenger service declined, various proposals were brought forward to rescue it. The 1961 Doyle Report proposed that the private railroads pool their services into a single body. Similar proposals were made in 1965 and 1968 but failed to attract support. The federal government passed the High Speed Ground Transportation Act of 1965 to fund pilot programs in the Northeast Corridor, but this did nothing to address passenger deficits. In late 1969, multiple proposals emerged in the United States Congress, including equipment subsidies, route subsidies, and, lastly, a "quasi-public corporation" to take over the operation of intercity passenger trains. Matters were brought to a head on June 21, 1970, when the Penn Central, the largest railroad in the Northeast United States and teetering on bankruptcy, filed to discontinue 34 of its passenger trains.
In October 1970, Congress passed, and President Richard Nixon signed into law, the Rail Passenger Service Act. Proponents of the bill, led by the National Association of Railroad Passengers (NARP), sought government funding to ensure the continuation of passenger trains. They conceived the National Railroad Passenger Corporation (NRPC), a private entity that would receive taxpayer funding and assume operation of intercity passenger trains. The original working brand name for NRPC was Railpax, but less than two weeks before operations began, the official marketing name was changed 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 their recent intercity passenger losses. The purchase price could be satisfied either by cash or rolling stock; in exchange, the railroads received NRPC common stock.
- Any participating railroad was freed of the obligation to operate intercity passenger service after May 1, 1971, except for those services chosen by the Department of Transportation (DOT) as part of a "basic system" of service and paid for by NRPC using its federal funds.
- Railroads that chose not to join the NRPC system were required to continue operating their existing passenger service until 1975 and thenceforth had to pursue the customary ICC approval process for any discontinuance or alteration to the service.
Of the 26 railroads still offering intercity passenger service in 1970, only six declined to join Amtrak. 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 public interest waned. 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. Proponents also hoped that government intervention would be brief and that Amtrak would soon be able to support itself. Neither view had proved to be correct; for popular support allowed Amtrak to continue in operation longer than critics imagined, while financial results made passenger train service returning to private railroad operations infeasible.
1970s: The Rainbow Era
Amtrak began operations on May 1, 1971. Amtrak received no rail tracks or rights-of-way at its inception. All Amtrak's routes were continuations of prior service, although Amtrak pruned about half the passenger rail network. Of the 366 train routes that operated previously, Amtrak only continued 184. On the routes that were continued (to the extent possible), schedules were retained with only minor changes from the Official Guide of the Railways and under the same names. Several major corridors became freight-only, including the ex-New York Central Railroad's Water Level Route from New York to Ohio and Grand Trunk Western Railroad's Chicago to Detroit route. Reduced passenger train schedules created headaches.[clarification needed] 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 that competed with companies serving 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 and maintain both the Penn Station and the Grand Central Terminal due to the lack of track connections to bring trains from upstate New York into Penn Station; a problem that was rectified once the Empire Connection was built in 1991. Amtrak had to abandon numerous large stations whose upkeep could no longer be justified. On the other hand, the creation of the Los Angeles–Seattle Coast Starlight from three formerly separate train routes was an immediate success, resulting in an increase to daily service by 1973.
Needing to operate only half the train routes that were owned by the private railroads, Amtrak originally picked around 1,200 of the best passenger cars to lease from the 3,000 that the private railroads had owned. All were air-conditioned, and 90% were easy-to-maintain stainless steel. When Amtrak took over, passenger cars and locomotives initially retained the paint schemes and logos of their former owners which resulted in Amtrak running trains with mismatched colors – the "Rainbow Era". In mid-1971, Amtrak began purchasing some of the equipment it had leased, including 286 EMD E and F unit diesel locomotives, 30 GG1 electric locomotives and 1,290 passenger cars. By 1975, the official Amtrak color scheme was painted on most Amtrak equipment and newly purchased locomotives and the rolling stock began appearing.
Amtrak soon had the opportunity to acquire rights-of-way. Following the bankruptcy of several northeastern railroads in the early 1970s, including Penn Central, which owned and operated the Northeast Corridor (NEC), Congress passed the Railroad Revitalization and Regulatory Reform Act of 1976. A large part of the legislation was directed to the creation of Conrail, but the law also enabled the transfer of the portions of the NEC not already owned by state authorities to Amtrak. Amtrak acquired the majority of the NEC on April 1, 1976. (The portion in Massachusetts is owned by the Commonwealth and managed by Amtrak. The route from New Haven to New Rochelle is owned by the Metropolitan Transportation Authority and the Connecticut Department of Transportation as the New Haven Line.) This mainline became Amtrak's "jewel" asset, and helped the railroad generate revenue. While the NEC ridership and revenues were higher than any other segment of the system, the cost of operating and maintaining the corridor proved to be overwhelming. As a result, Amtrak's federal subsidy was increased dramatically. In subsequent years, other short route segments not needed for freight operations were transferred to Amtrak.
In its first decade, Amtrak fell far short of financial independence, which continues today, but it did find modest success rebuilding trade. Outside factors discouraged competing transport, such as fuel shortages which increased costs of automobile and airline travel, and strikes which disrupted airline operations. Investments in Amtrak's track, equipment and information also made Amtrak more relevant to America's transportation needs. Amtrak's ridership increased from 16.6 million in 1972 to 21 million in 1981.
The 1980s and 1990s
In 1982, former Secretary of the Navy and retired Southern Railway head William Graham Claytor Jr. came out of retirement to lead Amtrak.[page needed] Despite frequent clashes with the Reagan administration over funding, Claytor enjoyed a good relationship with John H. Riley, the head of the Federal Railroad Administration (FRA), and with members of Congress. Limited funding led Claytor to use short-term debt to fund operations.
Building on mechanical developments in the 1970s, high-speed Washington–New York Metroliner Service was improved with new equipment and faster schedules. Travel time between New York and Washington, D.C. was reduced to under 3 hours. According to the 1980 Amtrak Annual Report, a converted 12-car set saved the company approximately $250,000 a year in fuel, maintenance and yard support costs. Amtrak completed the head-end power conversion program in 1982. Demand for passenger rail service resulted in the creation of five new state-supported routes in California, Illinois, Missouri, Oregon and Pennsylvania, for a total of 15 state-supported routes across the nation.
Ridership stagnated at roughly 20 million passengers per year amid uncertain government aid from 1981 to about 2000. Thomas Downs succeeded Claytor in 1993. 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. Under Downs, Congress included a provision in the Taxpayer Relief Act of 1997 that resulted in Amtrak receiving a $2.3 billion tax refund that resolved their cash crisis. However, Congress also instituted a "glide-path" to financial self-sufficiency, excluding railroad retirement tax act payments.
George Warrington became president in 1998 with a mandate to make Amtrak financially self-sufficient. 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 income and favorable publicity along the Northeast Corridor between Boston and Washington, D.C.
Growth in the 21st century
Ridership increased during the first decade of the 21st century after the implementation of capital improvements in the NEC and rises in automobile fuel costs. The inauguration of the high-speed Acela Express in late 2000 generated considerable publicity and led to major ridership gains. However, through the late 1990s and very early 21st century, Amtrak could not add sufficient express freight revenue or cut sufficient other expenditures to break even. By 2002, it was clear that Amtrak could not achieve self-sufficiency, but Congress continued to authorize funding and released Amtrak from the requirement. In early 2002, David L. Gunn replaced Warrington as president. In a departure from his predecessors' promises to make Amtrak self-sufficient in the short term, Gunn argued that no form of passenger transportation in the United States is self-sufficient as the economy is currently structured. Highways, airports, and air traffic control all require large government expenditures to build and operate, coming from the Highway Trust Fund and Aviation Trust Fund paid for by user fees, highway fuel and road taxes, and, in the case of the General Fund, from general taxation. Gunn dropped most freight express business and worked to eliminate deferred maintenance.
A plan by the Bush administration "to privatize parts of the national passenger rail system and spin off other parts to partial state ownership" provoked disagreement within Amtrak's board of directors. Late in 2005, Gunn was fired. Gunn's replacement, Alexander Kummant (2006–08), was committed to operating a national rail network, and, like Gunn, opposed the notion of putting the Northeast Corridor under separate ownership. He said that shedding the system's long-distance routes would amount to selling national assets that are on par with national parks, and that Amtrak's abandonment of these routes would be irreversible. In late 2006, Amtrak unsuccessfully sought annual congressional funding of $1 billion for ten years. In early 2007, Amtrak employed 20,000 people in 46 states and served 25 million passengers a year, its highest amount since its founding in 1970. Politico noted a key problem: "the rail system chronically operates in the red. A pattern has emerged: Congress overrides cutbacks demanded by the White House and appropriates enough funds to keep Amtrak from plunging into insolvency. But, Amtrak advocates say, that is not enough to fix the system's woes." 
Joseph H. Boardman replaced Kummant as president and CEO in late 2008.
In 2011, Amtrak announced its intention to improve and expand the high-speed rail corridor from Penn Station in NYC, under the Hudson River in new tunnels, and double-tracking the line to Newark, NJ called the Gateway Program, initially estimated to cost $13.5 billion.
From May 2011 to May 2012, Amtrak celebrated its 40th anniversary with festivities across the country that started on National Train Day (May 7, 2011). A commemorative book entitled Amtrak: An American Story was published, and a documentary was created. Six commemorative Heritage units and a 40th Anniversary Exhibit Train toured the country. The Exhibit Train visited 45 communities and welcomed more than 85,000 visitors. It was an entirely rebuilt train powered by GE Genesis locomotives and included three refurbished ex-Santa Fe baggage cars and a food service 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 and No. 822 were in Phase 3 colors (822 pulled the Exhibit train), and No. 184 was in Phase 4 colors. 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. In 2014 Amtrak began offering a "residency" program for writers.
On December 9, 2015, Boardman announced in a letter to employees that he would be leaving Amtrak in September 2016. He had advised the Amtrak Board of Directors of his decision the previous week. On August 19, 2016, the Amtrak Board of Directors named former Norfolk Southern Railway President & CEO Charles "Wick" Moorman as Boardman's successor with an effective date of September 1, 2016. During his term, Moorman took no salary and said that he saw his role as one of a "transitional CEO" who would reorganize Amtrak before turning it over to new leadership.
On November 17, 2016, the Gateway Program Development Corporation (GDC) was formed for the purpose of overseeing and effectuating the rail infrastructure improvements known as the Gateway Program. GDC is a partnership of the States of New York and New Jersey and Amtrak. The Gateway Program includes the Hudson Tunnel Project, to build a new tunnel under the Hudson River and rehabilitate the existing century-old tunnel, and the Portal North Bridge, to replace a century-old moveable bridge with a modern structure that is less prone to failure. Later projects of the Gateway Program, including the expansion of track and platforms at Penn Station New York, construction of the Bergen Loop and other improvements will roughly double capacity for Amtrak and NJ Transit trains in the busiest, most complex section of the Northeast Corridor.
In June 2017, it was announced that former Delta and Northwest Airlines CEO Richard Anderson would become Amtrak's next President & CEO. Anderson began the job on July 12, assuming the title of President immediately and serving alongside Moorman as "co-CEOs" until the end of the year. On April 15, 2020, Atlas Air Chairman, President and CEO William Flynn was named Amtrak President and CEO. In addition to Atlas Air, Flynn has held senior roles at CSX Transportation, SeaLand Services and GeoLogistics Corp. Anderson will remain with Amtrak as a senior advisor until December 2020.
As Amtrak approached profitability in 2020, the company undertook planning to expand and create new intermediate-distance corridors across the country. Included were several new services in Ohio, Tennessee, Colorado, and Minnesota, among other states.
During the COVID-19 pandemic, Amtrak continued operating as an essential service. It started requiring face coverings the week of May 17, and limited sales to 50% of capacity. Most long-distance routes were reduced to three weekly round trips in October 2020.
In March 2021, following President Joe Biden's American Jobs Plan announcement, Amtrak CEO Bill Flynn outlined a proposal called Amtrak Connects US that would expand state-supported intercity corridors with an infusion of upfront capital assistance. Also in March 2021, Amtrak announced plans to return 12 of its long-distance routes to daily schedules later in the spring. This would expand service to cities including Las Vegas, Phoenix, Baton Rouge, Nashville, Chattanooga, Louisville, Columbus (Ohio), Wilmington (North Carolina), Cheyenne, Montgomery, Concord, and Scranton.
Amtrak is required by law to operate a national route system. Amtrak has presence in 46 of the 48 contiguous states (lacking South Dakota and Wyoming). Amtrak services fall into three groups: short-haul service on the Northeast Corridor, state-supported short-haul service outside the Northeast Corridor, and medium- and long-haul service known within Amtrak as the National Network. Amtrak receives federal funding for the vast majority of its operations including the central spine of the Northeast Corridor as well as for its National Network routes. In addition to the federally funded routes, Amtrak partners with transportation agencies in 18 states to operate other short and medium-haul routes outside of the Northeast Corridor, some of which connect to it or are extensions from it. In addition to its inter-city services, Amtrak also operates commuter services for three state agencies: MARC in Maryland, Shore Line East in Connecticut, and Metrolink in California.
Service on the Northeast Corridor, between Boston, and Washington, D.C., as well as between Philadelphia and Harrisburg, is powered by overhead electric wires; for the rest of the system, diesel locomotives are used. Routes vary widely in the frequency of service, from three-days-a-week trains on the Sunset Limited to weekday service several times per hour on the Northeast Corridor (NEC). Amtrak also operates a captive bus service, Thruway Motorcoach, which provides connections to train routes.
The most popular and heavily used services are those running on the NEC, including the Acela Express and Northeast Regional. The NEC runs from Boston to Washington, D.C., via New York City and Philadelphia. Some services continue into Virginia. The NEC services accounted for 12.1 million of Amtrak's 31.7 million passengers in fiscal year 2018. Outside the NEC the most popular services are the short-haul corridors in California. These include the Pacific Surfliner, Capitol Corridor, and San Joaquin, supplemented by an extensive network of connecting buses. Together the California corridor trains accounted for a combined 5,731,795 passengers in fiscal year 2018. Other popular corridors include the Empire Corridor, which consists of trackage between New York City and Niagara Falls, New York, via Albany and Buffalo, New York, and carried 1,517,194 passengers in fiscal year 2018, and the Keystone Service from New York City to Harrisburg via Philadelphia that carried 1,519,936 passengers that same year.
Four of the six busiest stations by boardings are on the NEC: New York (Penn Station) (first), Washington (Union Station) (second), Philadelphia (30th Street Station) (third), and Boston (South Station) (fifth). The other two are Chicago (Union Station) (fourth) and Los Angeles (Union Station) (sixth).
Per passenger mile, Amtrak is 30–40 percent more energy-efficient than commercial airlines and automobiles overall, though the exact figures for particular routes depend on load factor along with other variables. The electrified trains in the NEC are considerably more efficient than Amtrak's diesels and can feed energy captured from regenerative braking back to the electrical grid. Passenger rail is also very competitive with other modes in terms of safety per mile.
per passenger mile
|Deaths per 100|
million passenger miles (2018)
|Domestic airlines||13.0¢||2,931 BTU/mi (1,922 kJ/km)||< 0.001||81.9%|
|Transit buses||12.9¢||2,656 BTU/mi (1,741 kJ/km)||0.03||N/A|
|Amtrak||30.7¢||1,745 BTU/mi (1,144 kJ/km)||0.03||83%|
|Automobiles||N/A||3,501 BTU/mi (2,295 kJ/km)||0.47||N/A|
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 (400 km) considered late if they are more than 10 minutes behind schedule, up to 30 minutes for trips over 551 miles (887 km) in length.
In 2005, Amtrak's carbon dioxide equivalent emissions were 0.411 lbs/mi (0.116 kg per km). For comparison, this is similar to a car with two people, about twice as high as the UK rail average (where more of the system is electrified), about four times the average US motorcoach, and about eight times a Finnish electric intercity train or fully loaded fifty-seat coach. It is, however, about two thirds of the raw CO2-equivalent emissions of a long-distance domestic flight.
Intermodal 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 New Haven. 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 airport stations at Milwaukee, Oakland, Burbank, and Baltimore.
Amtrak coordinates Thruway Motorcoach service to extend many of its routes, especially in California.
Outside the Northeast Corridor and stretches of track in Southern California and Michigan, most Amtrak trains run on tracks owned and operated by privately owned freight railroads. Freight rail operators are required under federal law to give dispatching preference to Amtrak trains. Some freight railroads have been accused of violating or skirting 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, resulting in stricter laws about train priority. Subsequently, Amtrak's overall on-time performance went up from 74.7% in fiscal 2008 to 84.7% in 2009, with long-distance trains and others outside the NEC seeing the greatest benefit. The Missouri River Runner jumped from 11% to 95%, becoming one of Amtrak's best performers. The Texas Eagle went from 22.4% to 96.7%, and the California Zephyr, with a 5% on-time record in 2008, went up to 78.3%. This improved performance coincided with a general economic downturn, resulting in the lowest freight-rail traffic volumes since at least 1988, meaning less freight traffic to impede passenger traffic. In 2018, Amtrak began issuing report cards, grading each host railroad based on the railroad's impact on on-time performance. The first report card, issued in March 2018, includes one A (given to Canadian Pacific) and two Fs (given to CN and Norfolk Southern).
Amtrak carried 15,848,327 passengers in 1972, its first full year of operation. Ridership has increased steadily ever since, carrying a record 32.0 million passengers in fiscal year 2019, more than double the total in 1972. For the fiscal year ending on September 30, 2020, Amtrak reported 16.8 million passengers, with the decline resulting from effects of the COVID-19 pandemic.
Amtrak's loyalty program, Guest Rewards, is similar to the frequent-flyer programs of many airlines. Guest Rewards members accumulate points by riding Amtrak and through other activities, and can redeem these points for free Amtrak tickets and other rewards.
Through 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). Sometimes, Amtrak will share trackage rights with independent commuter services. Examples include California (through Caltrain), and Illinois (through Metra).
Along the NEC and in several other areas, Amtrak owns 730 miles (1,170 km) including 17 tunnels consisting of 29.7 miles (47.8 km) of track, and 1,186 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:
- Northeast Corridor: the Northeast Corridor between Washington, D.C., and Boston via Baltimore, Philadelphia, Newark, New York and Providence is largely owned by Amtrak (363 of 457 miles), working cooperatively with several state and regional commuter agencies. Between New Haven, Connecticut, and New Rochelle, New York, Northeast Corridor trains travel on the Metro-North Railroad's New Haven Line, which is owned and operated by the Connecticut Department of Transportation and the Metropolitan Transportation Authority.
- Keystone Corridor: Amtrak owns the 104.2-mile line from Philadelphia to Harrisburg, Pennsylvania. As a result of an investment partnership with the Commonwealth of Pennsylvania, signal and track improvements were completed in October 2006 that allow all-electric service with a top speed of 110 miles per hour (180 km/h) to run along the corridor.
- Empire Corridor: Amtrak owns the 11 miles (18 km) between New York Penn Station and Spuyten Duyvil, New York. In 2012, Amtrak leased the 94 miles (151 km) between Poughkeepsie, New York, and Schenectady, New York, from owner CSX. In addition, Amtrak owns the tracks across the Whirlpool Rapids Bridge and short approach sections near it.
- Michigan Line: Amtrak acquired the west end of the former Michigan Central main line of 98 miles from Conrail in 1976.
- New Haven–Springfield Line: Amtrak owns the 62 miles (100 km) between New Haven and Springfield.
- Post Road Branch: 12.42 miles (19.99 km), Castleton-on-Hudson to Rensselaer, New York
In addition to these lines, Amtrak owns station and yard tracks in Chicago, Los Angeles, New Orleans, New York City, Oakland (Kirkham Street Yard), Orlando, Portland, Oregon, Saint Paul, Seattle, Philadelphia, and Washington, D.C. Amtrak leases station and yard tracks in Hialeah, near Miami, Florida, from the State of Florida.
Amtrak owns New York Penn Station, Philadelphia 30th Street Station, Baltimore Penn Station and Providence Station. It also owns Chicago Union Station through a wholly owned subsidiary, the Chicago Union Station Company. Through the Washington Terminal Company, in which it owns a 99.7 percent interest, it owns the rail infrastructure around Washington Union Station. It holds a 99% interest in 30th Street Limited, a partnership responsible for redeveloping the area in and around 30th Street Station. Amtrak also owns Passenger Railroad Insurance.
Amtrak owns 2,142 railway cars and 425 locomotives for revenue runs and service. Examples include the GE P42DC diesel locomotive, the Siemens Charger, the Siemens ACS-64 electric locomotive, the Amfleet car, and the Superliner car. Occasionally private cars or loaned locomotives from other railroads can be found on Amtrak trains.
Classes of service
As of 2015[update] Amtrak offers four classes of service: First Class, Sleeper Service, Business Class, and Coach Class:
- First Class: First Class service is only offered on the Acela Express. Seats are larger than those of Business Class and come in a variety of seating styles (single, facing singles with table, double, facing doubles with table and wheelchair accessible). First Class is located in a separate car from business class and is located at the end of the train (to reduce the number of passengers walking in the aisles). A car attendant provides passengers with hot towel service, a complimentary meal and alcoholic beverages. First Class passengers have access to ClubAcela lounges located at select stations.
- Sleeper Service: Sleeper Service comprises private room accommodations on long-distance trains. Rooms are classified into roomettes, bedrooms, bedroom suites, accessible bedrooms, and, on some trains, family bedrooms. Included in the price of a room are attendant service and on most routes, full hot meals. At night, attendants convert rooms into sleeping areas with fold-down beds and linens. Shower facilities with towels and bar soap are available. Complimentary juice, coffee and bottled water are included as well. Sleeper car passengers have access to all passenger facilities aboard the train. Sleeper passengers have access to ClubAcela lounges, Metropolitan Lounges, and unattended First Class Lounges located at select stations.
- Business Class: Business Class seating is offered on the Acela Express, Northeast Regional, many short-haul corridor trains and some long-distance trains. It is the standard class of service on the Acela Express. On all other trains where it is offered, Business Class is located in a dedicated car or section of the train. While the specific features vary by route, many include extra legroom and complimentary non-alcoholic drinks. Seats in business class recline, are typically appointed in leather and feature a fold-down tray table, foot rest, individual reading light, and power outlet. Business Class passengers have access to Metropolitan Lounges located at select stations and may purchase a daily access pass to select ClubAcela locations.
- Coach Class: Coach Class is the standard class of service on all Amtrak trains except the Acela Express. Seats in coach recline and feature a fold-down tray table, foot rest, individual reading light, and power outlet. Coach cars on long-distance trains are configured with fewer seats per car so that passengers have additional legroom and seats which are equipped with leg rests.
Wi-Fi and electronic services
Amtrak launched an e-ticketing system on the Downeaster in November 2011 and rolled it out nationwide on July 30, 2012. Amtrak officials said the system gives "more accurate knowledge in realtime of who is on the train which greatly improves the safety and security of passengers; en route reporting of onboard equipment problems to mechanical crews which may result in faster resolution of the issue; and more efficient financial reporting".
Amtrak first offered free Wi-Fi service to passengers aboard the Downeaster in 2008, the Acela Express and the Northeast Regional trains on the NEC in 2010, and the Amtrak Cascades in 2011. In February 2014, Amtrak rolled out Wi-Fi on corridor trains out of Chicago. When all the Midwest cars offer the AmtrakConnect service, about 85% of all Amtrak passengers nationwide will have Wi-Fi access. As of 2014[update], most Amtrak passengers have access to free Wi-Fi. The service has developed a reputation for being unreliable and slow due to its cellular network connection; on some routes it is usually unusable, either freezing on the login page or, if it manages to log in, failing to provide any internet bandwidth.
Baggage and cargo services
Amtrak allows carry-on baggage on all routes; services with baggage cars allow checked baggage at selected stations. With the passage of the Wicker Amendment in 2010 passengers are allowed to put lawfully owned, unloaded firearms in checked Amtrak baggage, reversing a decade-long ban on such carriage.
The Amtrak Express cargo service provides small-package and less-than-truckload shipping between most Amtrak stations that handle checked baggage (over 100 cities). Cargo travels alongside checked luggage in baggage cars. Service and hours vary by station, limited by available equipment and staffing. Nearly all stations with checked baggage service can handle small packages, while large stations with forklifts can handle palletized shipments. Amtrak Express also offers station-to-station shipment of human remains to many cities.
CEOs and Presidents
|Paul Reistrup[page needed]||1974–1978|
|Alan Stephenson Boyd||1978–1982|
|W. Graham Claytor, Jr.||1982–1993|
|David L. Gunn||2002–2005|
|David Hughes (interim)||2005–2006|
|William Crosbie (interim)||2008|
|Joseph H. Boardman||2008–2016|
|Charles W. "Wick" Moorman IV||2016–2017|
|William J. Flynn (CEO) ||2020-Present|
|Stephen Gardner (President) ||2020–Present|
Board of Directors
- William J. Flynn, CEO
- Anthony Coscia, Chairman, Chairman of Audit & Finance Committee
- Jeffrey Moreland, Vice Chairman, Chair of Government Affairs and Legal & Corporate Affairs Committee
- Thomas C. Carper
- Albert DiClemente, Chairman of the Security, Safety & Environmental Affairs Committee
- Pete Buttigieg, United States Secretary of Transportation
- Yvonne Brathwaite Burke
- Christopher R. Beall
In the modern era, Amtrak faces a number of important labor issues. In the area of pension funding, because of limitations originally imposed by Congress, most Amtrak workers were traditionally classified as "railroad employees" and contributions to the Railroad Retirement system have been made for those employees. However, because the size of the contributions is determined on an industry-wide basis rather than with reference to the employer for whom the employees work, some critics, such as the National Association of Railroad Passengers, maintain that Amtrak is subsidizing freight railroad pensions by as much as US$150 million/year.
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. Since that time, many of Amtrak's employees have been working without a contract. The most recent contract, signed in 1999, was mainly retroactive.
Because of the fragmentation of railroad unions by job, as of 2009[update] Amtrak has 14 separate unions to negotiate with. Plus, it has 24 separate contracts with those unions. This makes it difficult to make substantial changes, in contrast to a situation where one union negotiates with one employer. Former Amtrak president Kummant followed a cooperative posture with Amtrak's trade unions, ruling out plans to privatize large parts of Amtrak's unionized workforce.
Amtrak receives annual appropriations from federal and state governments to supplement operating and capital programs.
|FY 2009||FY 2010||FY 2011||FY 2012||FY 2013||FY 2014||FY 2015|
1970s to 1990s
Amtrak commenced operations in 1971 with $40 million in direct federal aid, $100 million in federally insured loans, and a somewhat larger private contribution. Officials expected that Amtrak would break even by 1974, but those expectations proved unrealistic and annual direct federal aid reached a 17-year high in 1981 of $1.25 billion. 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. In the late 1980s and early 1990s, Congress continued the reductionist trend even while Amtrak expenses held steady or rose. Amtrak was forced to borrow to meet short-term operating needs, and by 1995 Amtrak was on the brink of a cash crisis and was unable to continue to service its debts. In response, in 1997 Congress authorized $5.2 billion for Amtrak over the next five years – largely to complete the Acela capital project – on the condition that Amtrak submit to the ultimatum of self-sufficiency by 2003 or liquidation. While Amtrak made financial improvements during this period, it did not achieve self-sufficiency.
In 2004, a stalemate in federal support of Amtrak forced cutbacks in services and routes as well as the resumption of deferred maintenance. In fiscal 2004 and 2005, Congress appropriated about $1.2 billion for Amtrak, $300 million more than President George W. Bush had requested. However, the company's board requested $1.8 billion through fiscal 2006, the majority of which (about $1.3 billion) would be used to bring infrastructure, rolling stock, and motive power back to a state of good repair. In Congressional testimony, the DOT Inspector General confirmed that Amtrak would need at least $1.4 billion to $1.5 billion in fiscal 2006 and $2 billion in fiscal 2007 just to maintain the status quo. In 2006, Amtrak received just under $1.4 billion, with the condition that Amtrak would reduce (but not eliminate) food and sleeper service losses. Thus, dining service was simplified and now requires two fewer on-board service workers. Only Auto Train and Empire Builder services continue regular made-on-board meal service. In 2010 the Senate approved a bill to provide $1.96 billion to Amtrak, but cut the approval for high-speed rail to a $1 billion appropriation.
State governments have partially filled the breach left by reductions in federal aid. Several states have entered into operating partnerships with Amtrak, notably California, Pennsylvania, Illinois, Michigan, Oregon, Missouri, Washington, North Carolina, Oklahoma, Texas, Wisconsin, Vermont, Maine, and New York, as well as the Canadian province of British Columbia, which provides some of the resources for the operation of the Cascades route.
With the dramatic rise in gasoline prices during 2007–08, Amtrak saw record ridership. Capping a steady five-year increase in ridership overall, regional lines saw 12% year-over-year growth in May 2008. In October 2007, the Senate passed S-294, Passenger Rail Improvement and Investment Act of 2007 (70–22) sponsored by Senators Frank Lautenberg and Trent Lott. Despite a veto threat by President Bush, a similar bill passed the House on June 11, 2008, with a veto-proof margin (311–104). The final bill, spurred on by the September 12 Metrolink collision in California and retitled Passenger Rail Investment and Improvement Act of 2008, was signed into law by President Bush on October 16, 2008. The bill appropriates $2.6 billion a year in Amtrak funding through 2013.
Amtrak points out that in 2010, its farebox recovery (percentage of operating costs covered by revenues generated by passenger fares) was 79%, the highest reported for any U.S. passenger railroad. This increased to 94.9% in 2018.
Amtrak has argued that it needs to increase capital program costs in 2013 in order to replace old train equipment because the multi-year maintenance costs for those trains exceed what it would cost to simply buy new equipment that would not need to be repaired for several years. However, despite an initial request for more than $2.1 billion in funding for the year, the company had to deal with a year-over-year cut in 2013 federal appropriations, dropping to under $1.4 billion for the first time in several years. Amtrak stated in 2010 that the backlog of needed repairs of the track it owns on the Northeast Corridor included over 200 bridges, most dating to the 19th century, tunnels under Baltimore dating to the American Civil War era and functionally obsolete track switches which would cost $5.2 billion to repair (more than triple Amtrak's total annual budget). Amtrak's budget is only allocated on a yearly basis, and it has been argued by Joseph Vranich that this makes multi-year development programs and long-term fiscal planning difficult if not impossible.[page needed]
In Fiscal Year 2011, the U.S. Congress granted Amtrak $563 million for operating and $922 million for capital programs.
Government aid to Amtrak was controversial from the beginning. The formation of Amtrak in 1971 was criticized as a bailout serving corporate rail interests and union railroaders, not the traveling public. Critics have asserted that Amtrak has proven incapable of operating as a business and that it does not provide valuable transportation services meriting public support,[page needed] a "mobile money-burning machine". Many fiscal conservatives have argued that subsidies should be ended, national rail service terminated, and the NEC turned over to private interests. "To fund a Nostalgia Limited is not in the public interest." Critics also question Amtrak's energy efficiency, though the U.S. Department of Energy considers Amtrak among the most energy-efficient forms of transportation.
The Rail Passenger Service Act of 1970, which established Amtrak, specifically states that, "The Corporation will not be an agency or establishment of the United States Government". Then common stock was issued in 1971 to railroads that contributed capital and equipment; these shares convey almost no benefits, but their holders declined a 2002 buy-out offer by Amtrak. There are currently 109,396,994 shares of preferred stock, at a par value of $100 per share, all held by the US government. There are 9,385,694 shares of common stock, with a par value of $10 per share, held by four other railroad companies: APU (formerly Penn Central) 53%, BNSF (35%), Canadian Pacific (7%), and Canadian National (5%).
The following are major accidents and incidents that involved Amtrak trains:
|1971 Salem, Illinois, derailment||City of New Orleans||June 10, 1971||Salem, Illinois||The City of New Orleans derailed due to a broken locomotive axle.||11||163|
|1979 Harvey train crash||Shawnee||October 12, 1979||Harvey, Illinois||The Shawnee collided with a stationary Illinois Central Gulf freight train due to misaligned switches changed by a switchman shortly before the train passed them.||2||38|
|1987 Maryland train collision||Colonial||January 4, 1987||Chase, Maryland||The Colonial collided with three Conrail locomotives which had overrun signals.||16||164|
|1990 Back Bay, Massachusetts train collision||Night Owl||December 12, 1990||Back Bay, Boston, Massachusetts||The Night Owl derailed due to excessive speed on a curve and collided with a Massachusetts Bay Transportation Authority commuter train on an adjacent track.||0||453|
|1993 Big Bayou Canot rail accident||Sunset Limited||September 22, 1993||Mobile, Alabama||The Sunset Limited derailed on a bridge which had been damaged by a barge.||47||103|
|1995 Palo Verde, Arizona derailment||Sunset Limited||October 9, 1995||Palo Verde, Arizona||The Sunset Limited derailed because of track sabotage.||1||78|
|1996 Maryland train collision||Capitol Limited||February 16, 1996||Silver Spring, Maryland||The Capitol Limited collided with a Maryland Area Regional Commuter train which had overrun signals.||11||26|
|1999 Bourbonnais, Illinois, train crash||City of New Orleans||March 15, 1999||Bourbonnais, Illinois||The City of New Orleans collided with a semi-truck hauling steel that was trying to beat the train across a grade crossing. Eleven of the train's fourteen passenger cars derailed, hitting freight cars on an adjacent track.||13||122|
|2015 Philadelphia train derailment||Northeast Regional||May 12, 2015||Philadelphia, Pennsylvania||A Northeast Regional derailed due to excessive speed on a curve.||8||200+|
|2017 Washington train derailment||Cascades||December 18, 2017||DuPont, Washington||A Cascades train derailed due to excessive speed on a curve.||3||62|
|2018 Cayce, South Carolina train collision||Silver Star||February 4, 2018||Cayce, South Carolina||The Silver Star collided head-on into a parked CSX freight train, due to a track switch being improperly set by the conductor of the CSX train.||2||116|
After settling for $17 million in the 2017 Washington state train crash, to prevent further lawsuits, the board adopted a new policy requiring arbitration.
Topics dealing with Amtrak
- Amtrak Arrow Reservation System
- Amtrak paint schemes
- Amtrak Police Department
- Amtrak Standard Stations Program
- Beech Grove Shops
- History of rail transport in the United States
- List of Amtrak stations
- Positive train control
- Visible Intermodal Prevention and Response team (VIPR) – TSA's rail security operations
- Railway electrification system
Other railway companies
- Auto-Train Corporation – Pioneer of car-on-train service
- Via Rail (Canada) - connects with Amtrak
- List of railway companies
- "Amtrak winner". Spokane Daily Chronicle. Washington, D.C. UPI. May 1, 1971. p. 12.
- "Last court test fails to clear Amtrak rails". Lewiston Morning Tribune. Idaho. Associated Press. May 1, 1971. p. 1.
- Land, John S. (October 17, 1971). "Amtrak isn't railroading improvements through to passengers". Eugene Register-Guard. (Oregon). Associated Press. p. 8A.
- Amtrak Company Profile (FY 2018) (PDF) (Report). Amtrak. March 1, 2019. Retrieved May 27, 2019.
- "Management discussion Fiscal 2019" (PDF).
- "Amtrak Fact Sheet, Fiscal Year 2017 District of Columbia" (PDF). Amtrak Government Affairs. November 2017. Retrieved June 25, 2018.
- Puentes, Robert; Adie Tomer; and Joseph Kane (March 2013). "A New Alignment: Strengthening America's Commitment to Passenger Rail". The Brookings Institution. Archived from the original on December 3, 2013. Retrieved January 15, 2015.
- "2Historical Statistics of the United States" (PDF). U.S. Census. 1957. Retrieved November 13, 2017.
- Stover 1997, p. 219
- Carper 1968, pp. 112–113
- Solomon 2004, pp. 49–56
- Stover 1997, pp. 219–220
- Solomon 2004, p. 154
- Solomon 2004, p. 161
- Stover 1997, p. 220
- Saunders 2001, pp. 106–107
- Saunders 2001, pp. 32–33
- Stover 1997, p. 222
- Stover 1997, p. 228
- McCommons 2009, pp. 150–151
- Glischinski 1997, p. 96
- Saunders 2003, p. 55
- Saunders 2001, p. 124
- Sanders 2006, pp. 1–3
- Pub.L. 91–518, H.R. 17849, 84 Stat. 1327, enacted October 30, 1970
- Thoms 1973, pp. 38–39
- "Railpax, er, AMTRAK Eyes Loss". Fort Worth Star-Telegram (via Associated Press). April 20, 1971. p. 21.
- "Delay Asked In Rail Plan". Fort Worth Star-Telegram (via Associated Press). April 20, 1971. p. 1.
- Thoms 1973, p. 51
- Thoms 1973, pp. 39–42
- Sanders 2006, pp. 7–8
- Luberoff, David (November 1996). "Amtrak and the States". Governing Magazine: 85.
- Loving, Jr., Rush (March 2009). "Trains formula for fixing Amtrak". Trains.
- Stover 1997, p. 234
- Cook, Louise (May 1, 1971). "Many famous trains roll into history". Lewiston Morning Tribune. (Idaho). Associated Press. p. 1.
- Sanders 2006, pp. 5–6
- "Digging into the Archives: The West Side Connection". Amtrak History. Amtrak. April 3, 2013. Retrieved June 25, 2018.
- Barr, Robert A. (March 18, 1973). "Amtrak's coastal train may run daily in June". The Seattle Times. p. D12.
- Barr, Robert A. (June 14, 1972). "Riders filling Amtrak's Seattle-San Diego trains". The Seattle Times. p. H4.
- ""We've Rejected 2 Out Of Every 3 Cars" advertisement, 1971". Amtrak. June 11, 2013.
- "Amtrak interiors through the years". USA Today. September 27, 2017. Retrieved March 21, 2018.
- Kelly, John (June 5, 2001). "Amtrak's beginnings". Classic Trains Magazine. Retrieved December 29, 2010.
- Railroad Revitalization and Regulatory Reform Act, Pub.L. 94–210, 90 Stat. 31, 45 U.S.C. § 801. February 5, 1976.
- U.S. Federal Railroad Administration, Washington, D.C. "Northeast Corridor Main Line." Archived December 2, 2011, at the Wayback Machine Accessed November 15, 2011.
- Jones, William H. (May 12, 1979). "Americans Rediscover The Train; Trains are rediscovered". Washington Post. p. D8.
- Yemma, John (July 21, 1980). "Years Later, Amtrak is Keeping Riders Won in Gas Pinch". Christian Science Monitor. p. 4. Retrieved June 12, 2008.
- Nice, David C. (1998). Amtrak: The History and Politics of a National Railroad. Lynne Rienner Publishers. p. 24. ISBN 978-1-55587-734-7.
- Wilner 1994
- "Fortune : Still chugging. (W. Graham Claytor Jr.) (Fortune People) (column) @ HighBeam Research". Archived from the original on April 22, 2005. Retrieved November 23, 2005.
- "1980s—Building a Dream — Amtrak: History of America's Railroad". history.amtrak.com.
- 1999 Annual Report. Amtrak.
- Washington Post, March 18, 1998
- Scheinberg, Phyllis F. (October 28, 1999). Intercity Passenger Rail; Amtrak Faces Challenges in Improving its Financial Condition (Report GAO/T-RCED-00-30) (PDF) (Speech). House Committee on Transportation and Infrastructure Subcommittee on Ground Transportation. Archived from the original (PDF) on June 24, 2008. Retrieved June 12, 2008.
- Wirzbicki, Alan (October 31, 2007). "Senate votes to increase funding for Amtrak service". Boston Globe. Retrieved June 12, 2008.
- Gunn, David L. (June 20, 2002). Testimony of David Gunn Before Senate Committee on Appropriations Subcommittee on Transportation and Related Agencies (Speech). Senate Committee on Appropriations Subcommittee on Transportation and Related Agencies. Archived from the original on June 27, 2012. Retrieved June 12, 2008.
- Szep, Jason (June 12, 2008). "Q&A with Amtrak President Alex Kummant". Reuters. Retrieved June 14, 2008.
- "Amtrak President David Gunn Lectures at UIUC". CEE Alumni Association Newsletter, Online Edition. University of Illinois at Urbana-Champaign: CEE Alumni Association. Spring–Summer 2005. Archived from the original on August 25, 2007. Retrieved June 12, 2008.
- Wald, Matthew (November 9, 2005). "Amtrak's President Is Fired by Its Board". The New York Times. Retrieved May 14, 2015.
- Wald, Matthew L.; Don Phillips (December 23, 2006). "Surprising Forecast for Amtrak: Growth". The New York Times. Retrieved June 12, 2008.
- Glass, Andrew (February 7, 2007). "A Younger Biden Goes the Extra Miles for Amtrak". Politico. Retrieved May 11, 2015.
- "Amtrak Selects Transportation Industry Veteran as President & CEO" (Press release). Amtrak. November 25, 2008. Archived from the original on December 29, 2008. Retrieved November 26, 2008.
- Frassinelli, Mike (February 6, 2011). "N.J. senators, Amtrak official to announce new commuter train tunnel project across the Hudson". The Star-Ledger. Archived from the original on February 7, 2011. Retrieved February 7, 2011.
- "Gateway Project" (PDF). Amtrak. February 2011. Archived from the original (PDF) on February 7, 2011. Retrieved February 7, 2011.
- Fleisher, Liza; Grossman, Andrew (February 8, 2011). "Amtrak's Plan For New Tunnel Gains Support". The Wall Street Journal. Retrieved August 28, 2011.
- National Railroad. "Bulletin Board (40th Anniversary Train Ends U.S.)" (PDF). Amtrak Ink. National Railroad Passenger Corporation. Archived from the original (PDF) on November 8, 2012. Retrieved July 30, 2012.
- Margherone (February 2, 2011). "AMTK 145". Rrpicturearchives.net. Retrieved August 28, 2011.
- "America's Railroad Set to Celebrate 40th Anniversary" (PDF). Amtrak Ink. Washington, D.C.: Amtrak. December 2011 – January 2011. Retrieved January 18, 2011.
- Matt Van Hattem (May 2011). "New life for old schemes: For Amtrak's Beech Grove shop painters, it's deja vu all over again". Trains. 71 (5): 15.
- Amtrak President and CEO Joe Boardman named Railroader of the Year. Railway Age. Retrieved on April 12, 2014.
- Frances Cha (March 12, 2014). "Amtrak officially rolls out writers' residency". CNN. Archived from the original on February 1, 2017. Retrieved March 26, 2014.
- "Amtrak Names Industry Veteran Wick Moorman President and Chief Executive Officer – Amtrak Media". August 19, 2016.
- McGeehan, Patrick (June 26, 2017). "Amtrak Picks Delta's Former Chief to Lead It Through Challenging Time". The New York Times. Retrieved June 27, 2017.
- Aratani, Lori (June 26, 2017). "Amtrak names new chief executive". The Washington Post. Retrieved June 27, 2017.
- "Gateway Program Overview" (PDF). www.gatewayprogram.org. December 9, 2018. Retrieved December 9, 2018.
- "Amtrak Names William Flynn as CEO and President". March 2, 2020.
- McMurtry, Ian (October 24, 2020). "Amtrak 2035: Does Amtrak Finally Have a Strong Plan Against Airlines?". Airline Geeks. Retrieved February 7, 2021.
- Anderson, Eric (February 5, 2021). "Amtrak route restructure targets new corridors". Times Union. Retrieved February 7, 2021.
- "Amtrak will require passengers to wear face coverings starting next week". BostonGlobe.com. May 7, 2020.
- Lewis, Shanna (October 9, 2020). "Coronavirus Service Cuts For Amtrak Trains Are Hurting The Local Economy And Traditions In Southern Colorado". KRCC. Retrieved October 11, 2020.
- Producer, Evan Sobol, Digital Content. "Amtrak announces 'Connects US' plan to grow rail services over next 15 years". FOX Carolina. Retrieved April 1, 2021.
- "Invest in America. Invest in Amtrak". Amtrak Connects US. Retrieved April 1, 2021.
- "With Increased Demand and Congressional Funding, Amtrak Restores 12 Long Distance Routes to Daily Service". March 10, 2021.
- Wamsley, Laurel (April 6, 2021). "As Biden Pushes Major Rail Investments, Amtrak's 2035 Map Has People Talking". NPR.
- Amtrak Reform and Accountability Act of 1997. 105th Cong., Senate Report 105-85 (September 24, 1997).
- "Amtrak Train Schedules, Timetables". Amtrak.com. Retrieved November 23, 2012.
- "Amtrak Thruway Connecting Services Multiply Your Travel Destinations". Amtrak. Retrieved February 6, 2018.
- Figures are from 2008. "Table 4-20: Energy Intensity of Passenger Modes". Bureau of Transportation Statistics. Archived from the original on October 7, 2010. Retrieved October 25, 2010.
- Except where noted, figures are from 2007. "Table 3-16: Average Passenger Revenue per Passenger-Mile". Bureau of Transportation Statistics. Archived from the original on October 2, 2006. Retrieved November 17, 2006.
- "Deaths by Transportation Mode". Injury Facts. Retrieved January 19, 2021.
- Figures from 2012. "Table 1-73: Amtrak On-Time Performance Trends and Hours of Delay by Cause". Bureau of Transportation Statistics. Archived from the original on April 30, 2014. Retrieved March 30, 2014.; "Table 1-66: Flight Operations Arriving On Time by the Largest U.S. Air Carriers". Bureau of Transportation Statistics. Archived from the original on January 15, 2014. Retrieved March 30, 2014.
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