Amtrak ordered another seven Turboliner trainsets, which were delivered between 1976 and 1977. These were manufactured by Rohr Industries , and were known as RTL Turboliners.  They were based on the earlier RTG series, but had American-style Janney couplers throughout  and a different design of power car cab .  The standard configuration of each set was five cars: power cars at either end, a food service car, and two coaches.  In that configuration, each trainset could carry 264 passengers.  At times, Amtrak operated Turboliners with an additional coach cut into the consist.  These were the final gas turbine trainsets purchased by Amtrak; conventional diesel locomotive-hauled trains proved cheaper to operate. 
Amtrak's early years are often called the Rainbow Era , which refers to the ad hoc arrangement of the rolling stock and locomotives from a pool of equipment acquired by Amtrak at its formation, that consisted of a large mix of paint schemes from their former owners.  This rolling stock, which for the most part still bore the pre-Amtrak colors and logos, formed the multi-colored consists of early Amtrak trains. By mid-1971, Amtrak began purchasing some of the equipment it had leased, including 286 second-hand locomotives (of the EMD E and F types), 30 GG1 electric locomotives and 1,290 passenger cars, and continued leasing even more motive power. By 1975, the official Amtrak color scheme was painted on most Amtrak equipment and newly purchased locomotives and rolling stock began appearing. 
The first signs of relief came in 1958 when Congress eased the process of discontinuing unprofitable intercity trains and Philadelphia offered financial assistance for commuter service by forming the Passenger Service Improvement Corporation. In spite of this help the heavy losses persisted and only the strongest, like the Santa Fe, Great Northern, Union Pacific, and Southern Railway, could continue maintaining highly quality service throughout the 1960's. After the Department of Transportation was established on October 15, 1966 the new agency began a serious study of the industry's "passenger problem." Brian Solomon notes his book, " Amtrak ," they concentrated on eliminating this issue while simultaneously sustaining an intercity network. As with everything in Washington, true progress was slow which led to further service declines. To illustrate how dire the situation had become, just prior to the Great Depression there had been roughly 20,000 passenger trains in operation but by 1970 this number had alarmingly declined to just 420.