Actually in case of most state corridors Amtrak worked proactively with the states to make it possible. All states use Amtrak's rights to operate passenger trains on freight trackage to some extent. In the absence of Amtrak, most state corridors would most likely have failed to materialize.
Even in the case of the Hoosier State people who say IPH ran it are being inaccurate either out of ignorance or deliberately. IPH leased rolling stock for it and provided OBS under contract. But the train throughout was operated by Amtrak, even while IPH was playing those other roles through a contract.
There are very few states that operate non-commuter trains on their own with no involvement of Amtrak. All of them are Amtrak's customers, and provide significant income stream to Amtrak through the contract fees.
Now does Amtrak always do things in a friendly fashion? In my experience no. But as of present the question really boils down to who is the funding and contracting authority for each Amtrak service. The federal government effectively contracts with Amtrak to run a bunch of service and maintain a bunch of infrastructure (something foisted on Amtrak in '76 over and above its original charter) in exchange for the subsidy (contract fee) it provides and then does a p i s s poor job of governing it. Many states contract for state specific services for contract fees that they pay.
For some odd historical reason the "contract fee" from the feds is called subsidy in Amtrak accounting, whereas the state contract fees are shown as income. In reality the feds payments should be viewed similarly and the federal government should provide more requisite governance and enforcement of policies. That as it turns out, may or may not be good for the national network, since the feds are themselves schizophrenic about it, with the legislature going one way and the executive often going the other way.And unfortunately even when the executive is friendly their level of competence is often less than desirable.
But hey, that is what we have for the circus in Washington DC, and like it or not that is the source of the entire problem and possible solution, the latter not forthcoming anytime soon I am afraid.
Anderson is a pawn in the game. He could have been more helpful, but his job description does not necessarily include that as a characteristic that his immediate bosses seem to desire.
For those that lived through the '90s and Amtrak's financial fiascos, as far as Amtrak finances go, we are currently in one of the best periods of stability. Literally Amtrak could survive a government shutdown for a quarter. in the '90s they could not last a week, if that, beyond the end of a quarter for which they had received the subsidy. Subsidy is transferred to Amtrak quarterly. I am sure that the situation of the '90s would immensely please those who were cluelessly complaining about Amtrak hoarding cash a little while back.
