Amtrak: Difference between revisions

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 [[File:NCF59.jpg|thumb|right|Amtrak's ''[[Piedmont (train)|Piedmont]]'' near [[Charlotte, North Carolina]], with a state-owned locomotive. This route is run under a partnership with the [[North Carolina Department of Transportation]], 2003]]
 [[File:Amtrak Cascades cars.jpg|thumb|''[[Amtrak Cascades]]'' service with tilting [[Talgo]] trainsets in [[King Street Station|Seattle, Washington]], 2006]]
-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&nbsp;billion for Amtrak, $300&nbsp;million more than President [[George W. Bush]] had requested. However, the company's board requested $1.8&nbsp;billion through fiscal 2006, the majority of which (about $1.3&nbsp;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&nbsp;billion to $1.5&nbsp;billion in fiscal 2006 and $2&nbsp;billion in fiscal 2007 just to maintain the status quo. In 2006, Amtrak received just under $1.4&nbsp;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&nbsp;billion to Amtrak, but cut the approval for high-speed rail to a $1&nbsp;billion appropriation.<ref name="railroadingscuts" />
+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&nbsp;billion for Amtrak, $300&nbsp;million more than President George W. Bush had requested. However, the company's board requested $1.8&nbsp;billion through fiscal 2006, the majority of which (about $1.3&nbsp;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&nbsp;billion to $1.5&nbsp;billion in fiscal 2006 and $2&nbsp;billion in fiscal 2007 just to maintain the status quo. In 2006, Amtrak received just under $1.4&nbsp;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&nbsp;billion to Amtrak, but cut the approval for high-speed rail to a $1&nbsp;billion appropriation.<ref name="railroadingscuts" />
 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 (state)|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 ''[[Amtrak Cascades|Cascades]]'' route.