Amtrak operates 425 locomotives (351 diesel and 74 electric) and a variety of railroad cars, both passenger and service stock. The following is a list of rolling stock owned by the company.
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| Builder | Model | Locomotive Numbers | Years of Service | Notes | Images |
|---|---|---|---|---|---|
| GE | P42DC | 1–207 | 1997–Present | Amtrak's main locomotives. Units #3, 7, 8, 14, 34, 38, 70, 80, 112, 121, 176, 178, 180, 187, 196, and 207 are temporarily out of service for various reasons. Unit #7 is at RELCO for repairs. Units #143 and 149 are scrapped. Unit #8 is stored on a flatcar at Beech Grove. Units #43 and 177 were involved when the California Zephyr was hit by an eighteen wheeler. Both have returned to service. #121 was in the Downeaster incident and will be scrapped. #180 was damaged in a wreck with an big rig in the vicinity of Vacaville and Elmira, California. [1] | |
| GE | P32AC-DM | 700–717 | 1995–Present | "Dual-mode" locomotives. They run on electric third rail power in New York Penn Station and its tunnels, where diesel engines are prohibited. They run as standard diesel-electric locomotives elsewhere. They are almost exclusively used between New York City and Albany, NY, but some continue to Montreal, QC, Rutland, VT, or Niagara Falls, NY. | |
| GE | P40DC | 800–843 | 1993–Present |
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| GE | P32-8WH (Dash 8) | 500, 503–519; 2051, 2052 (Amtrak California) |
1991–Present | Used as backup or for switching. The entire class is now undergoing overhaul. 501 & 502 were sold to the California Department of Transportation. | |
| EMD | F59PHI | 450–470; 2001–2015 (Amtrak California) |
1994–Present | Primarily used on the West Coast. Amtrak also operates F59PHIs in North Carolina, but they are owned by the state transportation authority. 450 – 464: Pacific Surfliner, 465 – 470: Amtrak Cascades. |
| Builder | Model | Locomotive Numbers | Years of Service | Notes |
|---|---|---|---|---|
| ALCO | RS-1 | 46, 47 | 1984-1986 | Ex-Washington Terminal |
| ALCO | RS-3 | 100, 102-105, 107, 108, 114, 116-118, 120-129, 131-144 | ||
| ALCO | S-2 | 746/7110 | 1971-1984 | Ex-US Army |
| EMD | SW1 | 257, 730, 732-743 | 1976- | |
| EMD | SW8 | 747–750 | Built between 1951–53; previously used at New Orleans Public Terminal | |
| EMD | SW1000R | 790–799 | ||
| EMD | SW1001 | 569 | ||
| EMD | SSB1200 | 558–567 | Ex-ATSF. Acquired as part payment for SDP40F locomotives. | |
| EMD | SW1500 | 540, 541 | ||
| EMD | MP15 | 530–539 | ||
| MPI | GP15 | 570–579 | ||
| RPI | GG20B | 599 | ||
| EMD/ATSF | CF7 | 575-599 | 1984- | Ex-ATSF. Acquired as part payment for SDP40F locomotives. |
| EMD | GP7 | 760, 761, 769, 771-783 | ||
| EMD | GP9 | 763-765, 770 | ||
| EMD | GP10 | 767, 768 | ||
| EMD | GP38 | 720–724 | ||
| EMD/Norfolk Southern Railway | GP38H-3 | 520–527 | Formerly GP40TC locomotives | |
| EMD | GP40 | 650-658, 661 | ||
| EMD | MP15DC | 540, 541 | ||
| GE | 25t | 11 | Beech Grove Shops switcher. | |
| GE | 45t | 7 | Ex-US Army. Beech Grove Shops switcher. | |
| GE | 65t | 5, 9, 1100 | Ex-US Army. Beech Grove Shops switcher. |
| Builder | Model | Locomotive Numbers | Years of Service | Notes | Images |
|---|---|---|---|---|---|
| EMD | F40PH | 200–415 | 1977–2003 | Formerly Amtrak's main locomotives. Many are still used on some Amtrak routes as non-powered cab cars, including some "cabbage cars", a hybrid baggage and control unit (NPCU). Some are ex-GO Transit locomotives (still with old GO livery). Those that were not converted were retired and scrapped or sold by 2003. A number were sold to various short-lines and commuter operations including VRE and Tri-Rail. A small number were donated to museums. | |
| EMD | GP40TC | 192–199 (Original) | 1989–Present (rebuilt) | Ex-GO Transit locomotives. Used for MOW service and have been rebuilt into "GP38H-3" units by Norfolk Southern. | |
| EMD | F69PHAC | 450, 451 | 1990–1993 | Experimental locomotives built in a joint venture between EMD and Siemens, and designed to test AC locomotive technology. Only two were constructed. They were returned to EMD in 1993. At least one, stripped of parts, exists in a scrapyard. | Image not available |
| GE | P30CH | 700–724 | 1975–1991 | Amtrak's second new locomotive, affectionately nicknamed Pooches. Based on the GE freight locomotive U30C. All have been scrapped. | |
| EMD | SDP40F | 500–649 | 1973–1984 | Amtrak's first new locomotive, originally designed for ready conversion to freight service in the event Amtrak did not survive. These locomotives were prone to derail at passenger train speeds on track that had not been maintained well. They were sold off, traded, or scrapped by 1985. One has been preserved. | |
| Rohr Industries, ANF | Turboliner | 59–67, 150–163 | 1973, 1975, 1976 | The ANF trainsets were built in 1973 and 1975. After the Rohr trainsets were introduced in 1976, Some ANFs were rebuilt to match them. | |
| UAC | TurboTrain | 54–57 | 1968–1980 | All examples of this trainset have been scrapped. | Image not available |
| Bombardier Transportation | LRC Power Cars | 38, 39 | 1980-1982 | Leased to Amtrak in 1977 for Beacon Hill and Shoreliner services with option to buy train sets before lease end. This was declined and the sets were returned to Bombardier. |
These locomotives were inherited from many of the Class 1 railroads that joined Amtrak. Several examples of each type survive.[3]
| Model | Locomotive Numbers | Original Owner | Notes | Images |
|---|---|---|---|---|
| Budd RDC | 10–12, 14–16, 18–20, 27, 28, 36 | New Haven | ||
| 30, 32 | Burlington Northern | |||
| 34 | Penn Central | |||
| EMD F3B | 155–156, 660–665 | Burlington Northern | ||
| EMD F7A | 100–107 | Burlington Northern | ||
| EMD F7B | 150–154 | Burlington Northern | ||
| 160–164 | Southern Pacific | |||
| EMD FP7A | 110–123, 492–493 | Southern Pacific | ||
| EMD E8A | 200–211 | Baltimore and Ohio Railroad | ||
| 212 | Chesapeake and Ohio Railway | |||
| 213–223 | Richmond, Fredericksburg and Potomac Railway | |||
| 224–227 | Louisville and Nashville Railroad | |||
| 230–254 | Seaboard Coast Line Railroad | |||
| 255–324 | Penn Central | |||
| 325–331, 367–368 | Union Pacific Railroad | |||
| 332–352 | Burlington Northern Railroad | |||
| 436 | Illinois Central Railroad | |||
| EMD E8B | 370–374 | Union Pacific Railroad | ||
| EMD E9A | 400–403 | Baltimore and Ohio Railroad | ||
| 404 | Seaboard Coast Line Railroad | |||
| 405–410 | Milwaukee Road | |||
| 411–435 | Union Pacific Railroad | |||
| EMD E9B | 446, 453–470 | Union Pacific Railroad | ||
| 450–452, 471–472 | Milwaukee Road | |||
| EMD FL9 | 231–242 | Conrail |
| Builder | Model | Locomotive Numbers | Years of Service | Notes | Images |
|---|---|---|---|---|---|
| Bombardier Alstom |
Acela Express trainsets | 2000–2039 | 2000–Present | 20 semi-permanently coupled trainsets, each with 6 passenger cars and 2 power cars (locomotives). High speed (150 mph max) service along the Northeast Corridor between South Station in Boston and Union Station in Washington D.C. | |
| Bombardier | HHP-8 | 650–664 | 2000–2013 (Will be replaced by the new Siemens ACS-64 locomotive) | ||
| EMD / ASEA | AEM-7 | 901–953 | 1979–2013 (Will be replaced by the new Siemens ACS-64 locomotive) | Some were rebuilt starting in 1999, designated AEM-7 AC. Non-rebuilt engines designated AEM-7 DC. | |
| Siemens | ACS-64[4] | 70 units[5] | 2013 | Will replace AEM-7 DC, AEM-7 AC and HHP-8. |
| Builder | Model | Locomotive Numbers | Years of Service | Notes | Images |
|---|---|---|---|---|---|
| GE | E60 | 950–975 | 1974–2003 | Two examples has been preserved, 958 in the NJT CP guise and 603 in rebuilt MA form. |
Amtrak's 2,142 railroad cars include 168 sleeping cars, 760 coach cars, 126 first class/business class cars, 66 dormitory/crew cars, 225 lounge/café/dinette cars, and 92 dining cars. These include:
Some unique rail cars in Amtrak's inventory include:
Baggage cars, autoracks for Auto Train service, and maintenance of way rolling stock make up the remainder of the fleet.
In the summer of 2010, Amtrak announced the first steps to replace the aging fleet by purchasing 130 single level rail cars from CAF USA.[10] The contract calls for the following to be built at an agreed $298.1 million:[11]
The revenue from the current fiscal year appears to be able to cover the first year of the contract; afterward, Amtrak must locate a source of funds in order to pay.
The next step to replace the Superliner equipment was published on the Amtrak website August 31, 2010, in which it announced it had plans, approved by the proper channels, to create Superliner III.[12] The specifications, according to the announcement, are to be an improvement on the California and Surfliner passenger cars in service today. The three cars meant to be upgraded are the coach, coach-baggage, and the cafe/lounge car. The specific details were posted on this website along with specifications for new engines and a draft from the Illinois Department of Transportation regarding single level equipment.
Private railroad cars may also be hauled by Amtrak trains if suitably certified and equipped with head end power (HEP). Groups such as the American Association for Private Rail Car Owners, Inc., (AAPRCO) represent the interests of car owners in dealing with Amtrak. These private cars may be used by their owners or chartered by individuals for private travel behind scheduled Amtrak trains.
All non-Amtrak cars, including those of the Department of Transportation, receive car numbers in the 800000 series for tracking purposes. In the early years of Amtrak's existence, it required that private cars be marked in the "Pointless Arrow" scheme as the neophyte company worked to stamp out "rainbow" trains with a system paint scheme, but this policy was abandoned as Amtrak matured, allowing car operators to use personalized or heritage schemes.
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