Washington Union Station

Washington Union Station
Company type	Public transportation facility
Industry	Transportation
Founded	1907
Founder	Daniel Burnham (architect)
Headquarters	Washington, D.C., United States
Area served	Washington metropolitan area; Northeast Corridor
Products	Passenger rail services, commuter rail, intercity bus services, retail mall
Website	unionstationdc.com

Washington Union Station, commonly referred to as Union Station, stands as a prominent train station, key transit center, and popular leisure spot in Washington, D.C.. Conceived by architect Daniel Burnham and inaugurated in 1907, it ranks as the second most frequented station for Amtrak and the 13th busiest railroad facility across North America. Serving as the southern endpoint of the Northeast Corridor, an electrified rail route that stretches northward through major urban centers such as Baltimore, Philadelphia, New York City, and Boston, it represents the nation's busiest passenger rail corridor. In 2015, nearly five million travelers passed through its gates.

Functioning as an intermodal transport hub, Union Station accommodates not only MARC and VRE commuter rail lines but also integrates with the Washington Metro, the DC Streetcar, various intercity bus routes, and local Metrobus services. It is designated with the IATA code ZWU.

At its height during World War II, the station managed daily traffic of up to 200,000 passengers. In 1988, a new headhouse wing was constructed alongside a comprehensive renovation that transformed the original facility into a retail mall. By 2014, Union Station had become one of the nation's busiest rail terminals and shopping venues, attracting over 40 million visitors annually. Nevertheless, the onset of the COVID-19 pandemic coupled with other challenges led to a significant downturn in retail and dining activity; by late 2022, vacancy rates in commercial spaces exceeded fifty percent. This decline prompted Amtrak to seek renewed control over the property with intentions for extensive refurbishment and enlargement.

Stations preceding Union Station

Prior to Union Station’s establishment, two primary terminals served Washington’s railroads:

New Jersey Avenue Station (1851–1907): Functioned as the terminal for Baltimore and Ohio Railroad trains, situated at New Jersey Avenue NW and C Street NW.
Baltimore and Potomac Railroad Station (1872–1907): Hosted services from the Baltimore and Potomac Railroad (a subsidiary of the Pennsylvania Railroad), along with the Chesapeake and Ohio Railway and Southern Railway. This station was located at B Street NW (now known as Constitution Avenue) and 6th Street NW.

The Baltimore and Ohio Railroad’s route extended eastward along D Street NE before turning north on Delaware Avenue NE. It then split into two branches: one continuing as the Metropolitan branch through Eckington, while another proceeded northward near what is now West Virginia Avenue adjacent to the Columbia Institution for the Deaf and Dumb (currently Gallaudet University).

Construction

In 1901, an agreement between the Pennsylvania Railroad and the Baltimore and Ohio Railroad set in motion plans for a shared union station, facilitating removal of their separate terminals from the vicinity of the National Mall. This unification paved the way for constructing a grander station befitting Washington’s role as the nation’s capital. Architect Daniel Burnham was commissioned to design this monumental facility near the Capitol.

Following two years of discussions, Congress enacted legislation in 1903 authorizing creation of the Washington Terminal Company, jointly owned by B&O and PRR-controlled Philadelphia, Baltimore and Washington Railroad, to build a "monumental" station with a minimum budget of $4 million (the final cost exceeded $5.9 million). When including related infrastructure such as terminal grading, bridges, rail yards, tunnels, and auxiliary buildings, total expenditures surpassed $16 million. Financing was secured through $12 million in first mortgage bonds combined with owner contributions repaid via stock issuance and cash.

Additionally, each railroad received $1.5 million from government funds to offset expenses related to removing grade crossings within Washington. Notably, Union Station remains unique as the only railroad terminal explicitly authorized by an act of Congress. The principal architectural design was developed by William Pierce Anderson of D.H. Burnham & Company.

Impact on the surrounding area

Although the federal government supported the initiative, local resistance arose due to concerns about community displacement and the fragmentation of neighborhoods located east of the railway tracks.

On January 10, 1902, representatives from the railroad presented their proposal for the Union Depot (Union Station) to officials of the District of Columbia. The plan included constructing tunnels beneath K, L, and M Streets NE and closing a 600-foot section of H Street near Delaware Avenue. Adding a tunnel under H Street NE was estimated to increase expenses by $10,000.

Just three days afterward, the Northeast Washington Citizens' Association publicly opposed the proposal, highlighting the loss of a key downtown thoroughfare, a multimillion-dollar reduction in commercial property value, and the shutdown of an essential streetcar route. They threatened legal challenges and criticized the Pennsylvania Railroad’s strong influence over Congress.

By March 10, 1902, the Association announced that District Commissioners had agreed to maintain H Street’s accessibility by constructing a 750-foot tunnel beneath the railway tracks.

The construction led to the demolition of more than 100 homes, effectively eradicating the impoverished Swampoodle neighborhood. While this ended that community’s existence, it also initiated a new developmental phase for Washington, D.C. To prevent flooding, Tiber Creek was redirected underground. Delaware Avenue disappeared between Massachusetts and Florida Avenues beneath the tracks, with only a small segment remaining near L and M Streets NE.

Inauguration and daily use

The Baltimore & Ohio Railroad’s inaugural passenger train, the Pittsburgh Express, arrived at 6:50 a.m. on October 27, 1907; the Pennsylvania Railroad followed with its first train on November 17. The station’s main building was completed in 1908. Among its 32 tracks, twenty approached from the northeast and terminated at the headhouse, while twelve entered underground from the south through a 4,033-foot twin-tube tunnel beneath Capitol Hill and an 898-foot subway under Massachusetts Avenue. This design allowed uninterrupted rail traffic connecting northern and southern networks.

A notable feature was the luxurious "Presidential Suite" (also called "State Reception Suite"), created specifically for use by the U.S. President, State Department officials, and Congressional leaders when hosting distinguished guests. President William Howard Taft was its first occupant in 1909. The suite included a private entrance to ensure presidential security during travel—an addition inspired by President James A. Garfield’s assassination in 1881. During World War II, this space was repurposed as a U.S.O. canteen serving approximately 6.5 million military members before reopening as a permanent U.S.O. lounge dedicated by President Harry Truman in 1951.

On January 15, 1953, an overnight Pennsylvania Railroad train called the Federal, traveling from Boston, crashed into Union Station due to brake failure. The GG1 electric locomotive No. 4876 collided with the bumper block at roughly 35 mph, damaging parts of the platform and stationmaster’s office before breaking through into the basement below what is currently a food court area. Remarkably, no lives were lost. Investigations revealed that an anglecock valve on the brake line had been closed—likely caused by an icicle falling from an overhead bridge. After being disassembled and rebuilt at PRR’s Altoona shops, the GG1 locomotive returned to service. The damage was temporarily concealed because of President Dwight D. Eisenhower’s upcoming inauguration.

Until Amtrak assumed control of intercity passenger rail services on May 1, 1971, Union Station functioned as a central hub for Baltimore and Ohio Railroad, Chesapeake and Ohio Railway, Pennsylvania Railroad, and Southern Railway lines. The Richmond, Fredericksburg and Potomac Railroad connected travelers to Richmond, Virginia—approximately 100 miles south—and linked with major north-south routes operated by Atlantic Coast Line Railroad and Seaboard Air Line Railroad serving regions including the Carolinas, Georgia, and Florida. The station experienced its highest volume during World War II with daily passenger counts reaching up to 200,000.

Decline

In 1967, the chairman of the Civil Service Commission suggested transforming Union Station into a visitor center to commemorate the upcoming Bicentennial celebrations. Over a span of six years, funding was secured, and the Main Hall underwent renovations that included a recessed area designed to showcase a slide presentation called PAVE (Primary Audio-Visual Experience), commonly referred to as "the Pit." The project was finalized except for the parking garage, with its inauguration taking place on Independence Day in 1976. Nevertheless, due to inadequate marketing and insufficient parking availability, the National Visitor Center struggled to draw crowds. Facing financial difficulties, the National Park Service was compelled to shut down theaters, discontinue the slideshow, and reduce staff by nearly 75% by October 1978.

Concurrently, Amtrak constructed a replacement station situated behind Union Station’s concourse beneath a parking structure. The planned two traffic lanes were actually only wide enough for one-and-a-half lanes. E. M. Frimbo, editor of The New Yorker, criticized it as "...a bad small town bus terminal," highlighting that passengers had to walk approximately 1,900 feet from the entrance to reach the trains. A common inquiry at the Visitor Center was, "Where are the trains?"

After roof leaks caused sections of plaster to fall in the eastern wing, the National Park Service declared the entire building unsafe on February 23, 1981, leading to its closure to the public.

Restoration

The ceiling collapse in 1981 spurred Congressional and Reagan administration intervention despite tight budgets. On April 3, officials proposed allocating $7 million to complete an $8 million roof repair initiative by the Department of the Interior. Furthermore, the District of Columbia received permission to redirect up to $40 million in federal highway funds toward finishing Union Station’s parking garage. By October 19, an agreement authorized $1 million for repair studies and feasibility evaluations aimed at converting Union Station into a retail complex. The Department of Transportation (DOT) obtained authority to enter contracts with private companies for developing retail space around the station and could allocate up to $29 million from its Northeast Corridor rail capital funds toward necessary repairs.

The updated legislation transferred management of Union Station from the Interior Department to DOT, which was charged with purchasing leases from private tenants over six years, with an annual budget of $275,000 for this purpose. DOT was also mandated to restore Union Station’s original role as a functioning train station—including ticketing, waiting areas, baggage handling, and boarding facilities—in anticipation of Amtrak moving back from its 1960s-era facility into the station proper. The Senate passed this bill unanimously on November 23; the House followed suit on December 16; and President Reagan signed the Union Station Redevelopment Act into law on December 29.

Following enactment of the Act, Union Station was closed for comprehensive restoration work. Mold had developed in the Main Hall due to water damage from ceiling leaks, and carpets showed wear from previous uses. In 1988, Transportation Secretary Elizabeth Dole dedicated $70 million toward restoration efforts. The infamous "Pit" was transformed into a basement level while marble flooring replaced previous surfaces in the Main Hall. During HVAC system installation, workers discovered antique artifacts concealed within shafts that had remained sealed since the station’s original construction.

Renovation and Transformation

The station resumed operations in its present configuration on September 29, 1988. The previous "Pit" section was replaced by an AMC cinema (later operated by Phoenix Theatres), which ceased operations in October 2009 and was subsequently transformed into an expanded dining area alongside a Walgreens outlet. The food court preserves the original arches and the track numbering from the former rail section. Additional retail outlets were introduced along the Concourse and Main Hall, with a new Amtrak terminal established behind the initial Concourse. Trains no longer access the original Concourse; however, its ornamental gates were relocated to the updated passenger concourse. In 1994, this concourse was dedicated in honor of W. Graham Claytor Jr., Amtrak’s president from 1982 to 1993. Restoration efforts included decorative features such as skylights, though natural light no longer reaches the Concourse due to a newer roof structure installed to support the aging original building.

Developments in the 21st Century

In July 2012, Amtrak revealed an extensive four-phase renovation strategy valued at $7 billion, projected over 15 to 20 years, aiming to double train throughput and triple passenger capacity within modernized glass-enclosed halls. At that time, Amtrak CEO Joseph H. Boardman sought federal funding to cover between "50 to 80 percent" of the initiative.

By June 2015, the Union Station Redevelopment Corporation issued a Historic Preservation Plan designed to steer restoration activities throughout the complex.

Period of Decline

Following the cinema’s closure in 2009, B. Smith's restaurant and Barnes & Noble closed their doors in 2013, with H&M exiting in 2019. Amtrak moved its headquarters away from Union Station in 2017. That same year, infrastructure funding under the Trump administration prioritized an $8.7 billion expansion and overhaul of the station. The early 2020s witnessed further downturns in retail activity attributed to the impacts of the COVID-19 pandemic.

By 2022, The Washington Post reported that Union Station’s retail presence had diminished from approximately 100 shops two decades earlier to about 40 stores and eateries, with more than half of its commercial space remaining unoccupied. The station also faced ongoing difficulties related to homeless individuals utilizing its facilities. Meanwhile, Columbus Circle underwent reconstruction aimed at improving traffic circulation and accommodating bus transit.

Future Renovation Initiatives

In April 2022, Amtrak commenced condemnation actions to assume control of the leasehold, citing “poor maintenance and lack of capital investment” over many years. Amtrak unveiled an ambitious renovation and expansion blueprint intended to triple passenger capacity and double train throughput by upgrading and enlarging station facilities over two decades. Known as the "Second Century Plan," this project includes Burnham Place—a 3 million square-foot transit-oriented mixed-use development designed to link Union Station with emerging neighborhoods such as NoMa and the H Street Corridor. The plan successfully navigated regulatory approval with the Federal Railroad Administration’s final environmental impact statement issued in March 2024.

On April 17, 2024, a federal judge authorized Amtrak to acquire control over the station’s commercial areas through eminent domain, with compensation details to be determined later. Renovation work could commence as soon as 2027. Amtrak officially took control of Union Station in July 2024. In February 2025, Amtrak agreed to pay $505 million for the leasehold; however, former operator USSM initiated legal action attempting to block this approval.

In August 2025, a previously unused storage track (Track 22) was reopened as a platform servicing both Amtrak and VRE trains, thereby increasing operational capacity at the station.

Architecture

Architect Daniel H. Burnham, with assistance from Pierce Anderson, drew upon a variety of architectural style influences. The design incorporates classical motifs such as the Arch of Constantine evident in the main façade and interior vaulted spaces inspired by the Baths of Diocletian. Positioned prominently at the junction of two major avenues designed by Pierre Charles L'Enfant, the station faces the United States Capitol just five blocks away. Its grand dimensions include a façade stretching over 600 feet and a waiting room ceiling soaring to 96 feet, adorned with Beaux-Arts stone engravings, allegorical sculptures, and high-quality materials like marble, gold leaf, and white granite sourced from a previously untapped quarry.

Six enormous statues in the Attic style stand above the primary cornice, modeled after the Dacian captives from the Arch of Constantine and crafted by Louis St. Gaudens. Named "The Progress of Railroading," these sculptures represent significant themes of the American Renaissance:

Prometheus (Fire)
Thales (Electricity)
Themis (Freedom)
Apollo (Imagination)
Ceres (Agriculture)
Archimedes (Mechanics)

The choice to replace Commerce with Agriculture reflects a uniquely American lobbying impact.

Additionally, St. Gaudens produced 46 plaster centurion figures—one symbolizing each state at the time of the station's inauguration—modeled on ancient Roman legionaries to metaphorically protect travelers. Shields were subsequently added to address concerns about their nudity.

Burnham adhered to a precedent set by London's 1837 Euston railway station, treating the terminal entrance as a triumphal arch. Massive end pavilions are linked by extended arcades enclosing vaults constructed with fire-resistant Guastavino tiles, a hallmark of American Beaux-Arts architecture. The station’s location at converging avenues within a park-like environment exemplifies the refined urban planning principles of the City Beautiful movement, drawing inspiration from Baroque "goosefoot" garden layouts.

Originally, Union Station housed amenities such as dining rooms, barber shops, and even a mortuary. The former presidential suite has been repurposed into a dining establishment.

Trains

Union Station accommodates Amtrak's high-speed Acela Express, Northeast Regional, along with multiple long-distance routes including the Floridian, Crescent, and Silver Meteor. Amtrak offers long-haul connections from Union Station to destinations in the Southeast and Midwest such as Chicago, Charlotte, New Orleans, and Miami. In 2024, daily passenger traffic exceeded 70,000. It stands as the busiest station capable of accommodating Superliner railcars; however, tunnel height restrictions in Baltimore and New York limit their use on many Eastern routes.

The station serves as a terminus for commuter rail lines linking Washington with Maryland and West Virginia (MARC) as well as with Northern Virginia (Virginia Railway Express).

Tracks are split between ground-level and lower-level platforms. Ground level comprises tracks 7–20 (tracks 1–6 have been removed), featuring high-level bay platforms utilized by all MARC trains, Amtrak's Acela Express, and terminating Northeast Regional services arriving from northern origins. These tracks terminate within the station.

The lower level contains tracks 22–29 equipped with low-level platforms serving all VRE trains, Amtrak's long-distance routes, and Northeast Regional trains continuing southward into Virginia. These tracks extend through the First Street tunnel, which runs beneath both the station and Capitol Hill. Electrification ends at this point; trains traveling south must switch from electric to diesel-electric locomotives. For example, a southbound Northeast Regional arriving on a lower platform will have its electric Siemens ACS-64 locomotive replaced by a diesel GE Genesis engine for passage through the tunnel toward Virginia. The ACS-64 is then readied for northbound journeys heading to Baltimore, Philadelphia, New York, or Boston.

Transit

A Washington Metro station nearby provides access to the Red Line. This subterranean Metrorail station is situated beneath the building's west side, with entry points inside Union Station offering seamless connections from MARC and Amtrak platforms, as well as from First Street NE and Massachusetts Avenue NE, enabling smooth passenger movement to the central concourse.

The DC Circulator Georgetown-Union Station route serves the station with buses arriving every ten minutes during service hours.

Additionally, the DC Streetcar's H Street/Benning Road Line stops at a location on the H Street Bridge (also known as "Hopscotch Bridge") just north of Union Station, accessible via the parking garage.

Intercity buses

On August 1, 2011, it was announced that prominent intercity bus companies such as Greyhound Lines, BoltBus, Megabus, and Washington Deluxe would initiate operations from a new bus terminal located within Union Station’s parking garage. By November 2011, BoltBus, Megabus, Tripper Bus, and Washington Deluxe had commenced service there. On September 26, 2012, Greyhound and Peter Pan Bus Lines centralized all their Washington, D.C. operations at this facility.

In 2017, OurBus began running routes from Union Station to destinations in Maryland, New Jersey, and New York. After Megabus ceased nationwide operations on August 16, 2024 due to its parent company’s bankruptcy, Peter Pan Bus Lines took over Megabus’s northeastern routes departing from Union Station.

Maintenance

Located to the north of Union Station, the Ivy City Yard serves as a key Amtrak maintenance hub, featuring the new facility dedicated to Acela high-speed train sets. Amtrak also carries out contract maintenance for electric locomotives used by the MARC system. The Metro Brentwood maintenance facility occupies the southwestern corner of this yard. Passengers traveling on the Metro Red Line between Union Station and Rhode Island Avenue Station can view the southern portion of the yard from above.

Owner

Ownership of Union Station is shared between Amtrak and the United States Department of Transportation. The DOT holds title to the station building along with adjacent parking areas, whereas Amtrak controls the platforms and rail tracks through the Washington Terminal Company, a subsidiary it nearly fully owns (99.9%).

Management of the station was previously handled by the non-profit Union Station Redevelopment Corporation until an 84-year lease was awarded to New York-based Ashkenazy Acquisition Corporation, with Chicago-based Jones Lang LaSalle overseeing day-to-day operations.

In popular culture

Union Station in Washington has appeared in a variety of films and television productions, including Mr. Smith Goes to Washington (1939), Strangers on a Train (1951), Don't Give Up the Ship (1959), Hannibal (2001), Collateral Damage (2002), and Head of State (2003).

External links