View source for Keystone Corridor

{{Short description|Rail corridor in Pennsylvania}}
{{Use American English|date=December 2024}}
{{Use mdy dates|date=December 2024}}
{{For|details about the Amtrak and SEPTA-owned portion|Philadelphia to Harrisburg Main Line}}
{{Infobox rail line
| name            = Keystone Corridor
| image           = Amtrak Keystone Corridor Rosemont Curve.jpg
| image_width     = 300px
| caption         = The Keystone Corridor in [[Rosemont, Pennsylvania]]
| type            = [[Higher-speed rail]], [[commuter rail]], [[inter-city rail]]
| system          = 
| status          = Operating
| locale          = [[Pennsylvania]], U.S.
| start           = [[Suburban Station|Philadelphia Suburban Station]]
| end             = [[Union Station (Pittsburgh)|Pittsburgh Union Station]]
| stations        = 39 (15 Amtrak, 19 SEPTA, 5 shared)
| routes          = {{Indented plainlist|
* Amtrak ''[[Keystone Service]]''
* Amtrak ''[[Pennsylvanian (train)|Pennsylvanian]]''
* SEPTA [[Paoli/Thorndale Line]]
}}
| daily_ridership = 
| ridership2      = 
| planopen        = <!--{{Start date|YYYY|MM|DD}}-->
| open            = 1915
| yearcommenced   = <!--{{Start date|YYYY|MM|DD}}-->
| yearcompleted   = <!--{{Start date|YYYY|MM|DD}}-->
| owner           = {{Indented plainlist|
* [[SEPTA]] (Suburban Station–[[30th Street Station]])
* [[Amtrak]] (30th Street Station–[[Harrisburg, Pennsylvania|Harrisburg]])
* [[Norfolk Southern Railway|Norfolk Southern]] (Harrisburg–[[Pittsburgh]])
}}
| character       = 
| linelength      = {{Convert|349|mi}}
| tracks          = 
| gauge           = {{Track gauge|ussg|allk=on}}
| electrification = [[Overhead line]], [[Amtrak's 25 Hz traction power system|12&nbsp;kV&nbsp;25&nbsp;Hz&nbsp;AC]] (east of Harrisburg)
| speed           = {{Convert|110|mph|abbr=on}} ({{Tooltip|top|top speed}})
| signaling       = 
| map             = {{Keystone Corridor}}
| map_state       = collapsed
}}

The '''Keystone Corridor''' is a 349-mile (562&nbsp;km) railroad corridor between [[Philadelphia]] and [[Pittsburgh]], [[Pennsylvania]], that consists of two rail lines: [[Amtrak]] and [[SEPTA]]'s [[Philadelphia to Harrisburg Main Line|Philadelphia-to-Harrisburg main line]], which hosts SEPTA's [[Paoli/Thorndale Line]] [[commuter rail]] service, and Amtrak's ''[[Keystone Service]]''  and [[Pennsylvanian (train)|''Pennsylvanian'']] [[Inter-city rail|inter-city]] trains; and the [[Norfolk Southern]] [[Pittsburgh Line]]. The corridor was originally the [[Main Line (Pennsylvania Railroad)|Main Line]] of the [[Pennsylvania Railroad]].

Amtrak runs two [[intercity rail]] services along the Keystone Corridor: the Harrisburg-to-[[New York City]] ''[[Keystone Service (Amtrak)|Keystone Service]]'' and the Pittsburgh-to-New York City ''[[Pennsylvanian (Amtrak)|Pennsylvanian]]''. SEPTA operates daily Paoli/Thorndale commuter rail service between Philadelphia and [[Thorndale, Pennsylvania|Thorndale]] on the Philadelphia-to-Harrisburg main line. The towns along this stretch form a [[Social class in the United States|socio-cultural]] region called the "[[Philadelphia Main Line]]".

The tracks from Pittsburgh to [[Harrisburg, Pennsylvania|Harrisburg]] are owned and maintained by [[Norfolk Southern]], which acquired them from [[Conrail]]. They include the [[Horseshoe Curve (Pennsylvania)|Horseshoe Curve]] west of [[Altoona, Pennsylvania|Altoona]]. The tracks between Harrisburg and Philadelphia are owned and maintained by [[Amtrak]], and are the only part of the Keystone Corridor that is electrified. The tracks join the [[Northeast Corridor]] at [[Zoo Junction|Zoo Interlocking]] near the [[Philadelphia Zoo]] and [[30th Street Station]].

== History ==
The right-of-way that would become the Keystone Corridor was mainly laid by two railroads. The tracks east of [[Dillerville, Pennsylvania|Dillerville]], just west of [[Lancaster, Pennsylvania|Lancaster]], were originally the [[Philadelphia and Columbia Railroad]], part of the state-owned [[Main Line of Public Works]]. From Lancaster west to Harrisburg, the tracks were laid by the [[Harrisburg, Portsmouth, Mount Joy and Lancaster Railroad]]. Except for minor realignments, today's Keystone Corridor runs along the same path.

Both lines eventually became part of the [[Pennsylvania Railroad]]'s (PRR) main line.

In 1915, the PRR  [[Railway electrification system|electrified]] the line from Philadelphia's [[Broad Street Station (Philadelphia)|Broad Street Station]] to [[Paoli, Pennsylvania|Paoli]], then the west end of commuter service. Electrification west of Paoli to Harrisburg came in the 1930s, after the PRR completed electrifying its New York-Washington, D.C. section (the present-day [[Northeast Corridor]]). The total cost of electrification topped $200 million, which was financed by government-supported loans from the [[Reconstruction Finance Corporation]] and the [[Public Works Administration]].<ref>{{cite book |last=Salsbury |first=Stephen |date=1982 |title=No Way to Run a Railroad |location=New York |publisher=McGraw-Hill |isbn=978-0-07-054483-3 |url-access=registration |url=https://archive.org/details/nowaytorunrailro0000sals_24 }}</ref>

Passenger service remained unprofitable, returned to profitability during World War II, and then slumped again. The PRR overhauled much of the right-of-way in the 1950s, but chose to keep paying a stable dividend rather than reinvest in infrastructure. The result was dilapidated stations, slow, disjointed track conditions, and antiquated rolling stock which frequently broke down.<ref>{{cite book |last1=Daughen |first1=Joseph R. |first2=Peter |last2=Binzen |date=1971 |title=The Wreck of the Penn Central |url=https://archive.org/details/wreckofpenncentr00daug |url-access=registration |location=Boston |publisher=Little, Brown |isbn=978-1-893122-08-6 }}</ref>

In 1968, the PRR merged with the [[New York Central]] to become [[Penn Central]], which declared bankruptcy in 1970. In 1976, Amtrak took ownership of the line between Philadelphia and Harrisburg while Conrail (the merger of Penn Central, the [[Reading Company]], and several other Class I railroads) took ownership of the remaining part of the line and the many branches, both electrified and non-electrified, that the Penn Central had owned. Amtrak took over the express Harrisburg-New York intercity rail service in 1971, while Conrail, under SEPTA auspices, continued Harrisburg-Philadelphia commuter services. In 1983, SEPTA took over all commuter services and extended operations to [[Parkesburg, Pennsylvania|Parkesburg]] (later truncated in 1996 to [[Downingtown, Pennsylvania|Downingtown]], but later extended to Thorndale).

Penn Central made an agreement with the federal government to provide a high-speed service called the [[Metroliner (Amtrak)|Metroliner]], which upgraded the [[Northeast Corridor]] tracks between New York and Washington by 1969, but neglected other areas such as the Keystone Corridor, a lack of maintenance that continued after Amtrak's takeover in 1976. The Keystone Corridor eventually served as a "depository" for the problem-prone [[Metroliner (Amtrak)|Metroliner]] electric [[multiple unit]] cars. Amtrak also used electric locomotive-hauled trains for Harrisburg-New York service. Before the introduction of ''[[Acela Express|Acela]]'' electric high-speed service over the Northeast Corridor, and after facing a shortage of electric locomotives (both [[GE E60|E60]] and [[EMD AEM-7|AEM-7]] models), Amtrak used [[GE Genesis]] diesel locomotives between Harrisburg and Philadelphia, with an engine change to an electric (usually [[AEM-7]]) locomotive at [[30th Street Station]].{{Original research inline|date=December 2024}} Due to the slower schedules combined with higher ticket prices and competition from SEPTA, ridership declined.{{Citation needed|date=December 2024}}

The line between Philadelphia and Lancaster was four tracks until the 1960s, when the PRR removed two of the tracks west of Paoli. The line is now two tracks from Paoli to Harrisburg, save for a three-track section between the Glen and Park interlockings, and a four-track section between the Downs and Thorn interlockings.

{{As of|2004|post=,}} most of the track was limited to a maximum speed of {{convert|70|mph}}, except for a few {{convert|90|mph}} sections between Downingtown and Lancaster. There are also curves which require slower speeds (especially in the section between [[Merion, Pennsylvania|Merion]] and Overbrook), and speed restrictions within interlocking limits.{{Original research inline|date=December 2024}}

=== High-speed corridor ===
[[File:Corridor ne.PNG|thumb|Keystone Corridor (blue), as designated by the [[Federal Railroad Administration]]]]

In 1999, the Keystone Corridor was formally recognized as a "designated high speed corridor" by the [[Federal Railroad Administration]] (FRA), as part of the TEA-21 transportation bill. The Commonwealth of Pennsylvania will fund half of the project's costs, and Amtrak will fund the other half.

The goals of this project include:
* 90-minute travel time between Harrisburg and Philadelphia on express trains
* 105-minute travel time on normal trains
* Raising track speed to {{convert|110|mph}}  where possible
* Increasing the number of daily round trips from 11 to 14
* Replacing diesel trains with electric on ''Keystone Service''
A summary appears in an FRA report.<ref>{{cite web |title=Keystone Corridor |url=http://www.fra.dot.gov/us/content/652 |publisher=Federal Railroad Administration |archive-url=https://web.archive.org/web/20050908103258/http://www.fra.dot.gov/us/content/652 |archive-date=September 8, 2005 }}</ref>

Construction on the USD $145 million project began on March 7, 2005, and was completed in Fall, 2006. Amtrak's press releases have summarized the improvements as:
* Installation of 80 track miles (128&nbsp;km) of new concrete ties
* Installation of more than 40 new track switches
* A new signal system between Lancaster and Harrisburg
* Upgrade of 16 existing bridges and culverts
* Upgrade of overhead electrical wires (catenary)
* Upgrade of [[electrical substation]]s to support use of electric locomotives.

The installation of concrete ties also included replacement of the old jointed rail with new continuous welded rail (136 RE), track surfacing, and alignment. Track surfacing is adjusting the vertical profile of the two rails, leveling the rails on straight track and introducing superelevation (banking) in curves. The {{convert|80|mi}} are broken down as:
* {{convert|25|mi}} on track 4 from Park (Parkesburg) to Cork (Lancaster) interlockings
* {{convert|25|mi}} on track 1 from Cork (Lancaster) to Park (Parkesburg) interlockings
* {{convert|15|mi}} on track 3 from Paoli to Overbrook
* {{convert|15|mi}} on track 2 from Overbrook to Paoli

Amtrak replaced the signal and communications system and rebuilt the overhead catenary wire and upgraded electrical substations to provide the power needed to operate several electric trains simultaneously on this line.  Since October 2006, Amtrak, having sufficient ''Acela'' high-speed trainsets, started using electric push-pull trainsets for the first time since the mid-1990s. Using [[AEM7]] locomotives and former Metroliner m.u. coaches modified into a push-pull cab-coach (with the locomotive "pulling" westbound trains and "pushing" eastbound), the electrified service is currently used on the Harrisburg-New York ''Keystone Service'', while the Genesis [[diesel locomotive]]s are still used for the Pittsburgh-New York ''Pennsylvanian'' service. As on the [[Northeast Corridor]], Amtrak trains between Paoli and Overbrook use the high-speed inner rails for normal operations.

In March 2011, Pennsylvania received a $750,000 grant from the High-Speed Intercity Passenger Rail Program to investigate extending high-speed electrified service from Harrisburg to Pittsburgh.<ref>{{cite news |last= |first= |date=13 March 2011 |title=News in Brief |url=http://www.railwaygazette.com/nc/news/single-view/view/news-in-brief-50.html |url-status= |work=Railway Gazette |location= |archive-url=https://web.archive.org/web/20121103045213/http://www.railwaygazette.com/news/single-view/view/news-in-brief-50.html |archive-date=3 November 2012 |access-date=28 December 2024}}</ref>

At-grade crossings with roads between Philadelphia and Harrisburg remained until 2014. One of the crossings was in [[Elizabethtown, Pennsylvania|Elizabethtown]] and another in [[Mount Joy, Pennsylvania|Mount Joy]]. The third, between Mount Joy and Lancaster, was blocked off using fencing and [[jersey barrier]]s. Additional funding from the [[American Recovery and Reinvestment Act of 2009]] was used to complete the elimination of all at-grade crossings.<ref>[http://www.recovery.pa.gov/portal/server.pt/gateway/PTARGS_0_2_50052_5996_505972_43/http%3B/pubcontent.state.pa.us/publishedcontent/publish/marketingsites/recovery_pa_gov/content/announcements/announcements_list/rls_gov_arrahispeedrail_012810.pdf Governor Rendell: Federal Recovery Funds Create Jobs, Improve Pennsylvania’s Major Rail Corridor] {{Webarchive|url=https://web.archive.org/web/20100130130223/http://recovery.pa.gov/portal/server.pt/gateway/PTARGS_0_2_50052_5996_505972_43/http%3B/pubcontent.state.pa.us/publishedcontent/publish/marketingsites/recovery_pa_gov/content/announcements/announcements_list/rls_gov_arrahispeedrail_012810.pdf |date=January 30, 2010 }} Pennsylvania Recovery Act Press Release, January 28, 2010. Retrieved February 5, 2010.</ref> The last was closed in 2014.<ref>{{cite web |title=NEC Projects – The Keystone Corridor |url=http://nec.amtrak.com/content/keystone-corridor |publisher=Amtrak |access-date=November 27, 2018 |archive-url=https://web.archive.org/web/20170705030223/http://nec.amtrak.com/content/keystone-corridor |archive-date=July 5, 2017 |url-status=dead }}</ref><ref>{{cite web |title=The Congressional Bicameral High – Speed & Intercity Passenger Rail Caucus |url=http://www.federalbriefing.com/pdfs/legislation/hsr%20project%20status%208-12.pdf |website=Federal Briefing |publisher=WSP Parsons Brinckerhoff |access-date=November 27, 2018 |date=August 14, 2012 }}</ref><ref>{{cite web |last=Harris |first=Bernard |title=New PennDOT bridge could mean faster trains on tracks below |url=http://www.planthekeystone.com/PDF_stat_news/M_General/07-20-14--At-Grade_Crossing_Removal_at_Eby_Chiques.pdf |website=Plan the Keystone |publisher=Lancaster Online |access-date=November 27, 2018 |date=July 20, 2014 |archive-date=December 26, 2015 |archive-url=https://web.archive.org/web/20151226203715/http://www.planthekeystone.com/PDF_stat_news/M_General/07-20-14--At-Grade_Crossing_Removal_at_Eby_Chiques.pdf |url-status=dead }}</ref> Private crossings remain between Philadelphia and Harrisburg.<ref>{{cite news |url=https://www.abc27.com/local-news/lancaster/amtrak-train-collides-with-farm-tractor-near-mount-joy/ |title=Amtrak train collides with farm tractor near Mount Joy |publisher=WHTM-TV |date=June 5, 2018 |access-date=December 15, 2023 }}</ref> There are still grade crossings between Harrisburg and Pittsburgh.

=== Earlier studies ===
[[File:Amtrak "Pennsylvanian" at Bryn Mawr, PA.jpg|thumb|''Pennsylvanian'' passing [[Bryn Mawr, Pennsylvania]]]]

There have been earlier studies by the [[USDOT]] and FRA of the Keystone Corridor, and these studies contain proposals or speculations which might not be in the currently funded projects. Some of these ideas are below.

Amtrak service to [[Suburban Station (Philadelphia)|Suburban Station]], which is in Center City Philadelphia, ended in 1988. An early study says that PennDOT used Suburban Station as the Philadelphia endpoint for the 90-minute service to Harrisburg. Restoring service to Suburban Station may increase ridership but would require using the upper level of 30th Street Station and either scheduling trains to turn at Suburban Station or to continue through the [[Center City Commuter Connection|Center City Commuter Tunnel]] with Amtrak trains turning around at Wayne Junction.

Bypassing 30th Street Station by using the New York-Pittsburgh Subway would allow trains to skip a time-consuming stop and reverse of directions at 30th Street Station and allow fast service between New York and Harrisburg. Historically, the PRR fast trains going to NY from the west would bypass 30th Street Station, and passengers for Philadelphia would change trains at North Philadelphia. One study suggested two daily electric-train round-trips between New York and Harrisburg with stops in North Philadelphia and Ardmore, a routing last used by Keystone trains in 1994.

Track reconfiguration between Zoo and Overbrook interlockings can increase track speeds which are usually {{convert|30|mph}}  due to the need to take diverging routes through switches. Reducing the number of diverging moves and the use of {{convert|45|mph}}  switches can increase speeds. Also, the reconfiguration can allow for the removal of the overhead bridge that the R6 Cynwyd trains use. Some other interlockings may be removed or reconfigured. With the reconfiguration near Zoo, the Overbrook interlocking can be removed and replaced with 4 through tracks. Bryn Mawr interlocking may have storage tracks added west of the station to allow R5 Bryn Mawr locals to turn without occupying an express track. Paoli interlocking may be removed if the four-track configuration were to continue west of the station. Paoli station may be reconfigured with high-level island platforms serving all four tracks, as part of a new Paoli transportation center. Frazer interlocking may be reconfigured for turning SEPTA trains and as the point where four tracks become two.

Electrification may be converted to use commercial 60&nbsp;Hz AC power instead of the special 25&nbsp;Hz single-phase AC currently in use, although this is doubtful due to the costs involved, lack of real benefits and dedicated 25&nbsp;Hz hydro-electric capacity at the [[Safe Harbor Dam]]. The Safe Harbor Dam also generates electricity for the Northeast Corridor itself, the power going from the dam to the NEC (at [[Perryville, Maryland]]), via a {{convert|50|mi|km|adj=mid|-long}} pylon network. Between Paoli and 30th Street Station, most of the overhead electric wire and other electrification system components date back to the original 1915 electrification, although the 1915 substations have been retired. West of Paoli the electrification dates from the late 1930s, and west of Downingtown the system is still controlled by the original 1939 power dispatching office in Harrisburg, utilizing electromechanical systems.

=== Construction progress ===
The four-track section between Overbrook and Paoli is numbered sequentially from the southernmost track (number 1 track) to the northernmost track (number 4 track).

Between March 7 and June 27, 2005, Amtrak worked on the number 4 track between Lancaster and Parkesburg, and from June 27 to September 2, 2005, they worked on number 1 track. A work gang with a track laying system (TLS) installed concrete crossties, new continuous welded rail, and new ballast, allowing for {{convert|110|mph}}. The track layout at Lancaster station was simplified so that trains no longer have to take a diverging route to access the station platforms. Because tracks 2 and 3 have been removed, tracks 1 and 4 are the only tracks in this section.<ref>{{cite web |title=Keystone Corridor Improvements Yield Higher Speeds |url=http://www.nationalcorridors.org/df/df11212005.shtml#Keystone |publisher=Destination:Freedom |archive-date=October 3, 2006 |url-status=usurped |archive-url=https://web.archive.org/web/20061003031620/http://www.nationalcorridors.org/df/df11212005.shtml#Keystone }}</ref>

Between October 3, 2005, and mid-December, Amtrak worked on the number 2 track from Paoli to a point between Narberth and Merion stations. On March 20, 2006, Amtrak started working on the number 3 track, starting within Paoli interlocking and working east towards Overbrook. As of April 6, 2006, a track laying system (TLS) has completed work to approximately milepost 16.7. 110-mph service started on October 30, 2006, following completion of a $145 million upgrade of the 104-mile line. Push-pull express trains will cut journey time from the current two hours to 90&nbsp;minutes. Local service will improve to 105&nbsp;minutes. Three weekday and two weekend roundtrips will be added as well.<ref>{{cite news |author1=King, Larry |author2=Coulombis, Angela |title=Amtrak will speed trips to Harrisburg |url=http://www.philly.com/mld/philly/news/15504127.htm |access-date=December 23, 2015 |agency=Philadelphia Inquirer |publisher=Brotherhood of Locomotive Engineers and Trainmen |date=September 12, 2006 }}{{dead link|date=July 2020|bot=medic}}{{cbignore|bot=medic}} [http://www.ble-t.org/pr/news/headline.asp?id=16925 Alt URL] {{Webarchive|url=https://web.archive.org/web/20151223190529/http://www.ble-t.org/pr/news/headline.asp?id=16925 |date=December 23, 2015 }}</ref>

== Services ==
[[File:Amtrak P42DC 85 WB and ACS-64 621 EB at Exton station.jpeg|thumb|A westbound ''Pennsylvanian'' and an eastbound ''Keystone Service'' meet in [[Exton, Pennsylvania]].]]

The busiest part of the Keystone Corridor is the segment between Harrisburg and New York City, which sees multiple trains per day.

=== Amtrak ===
The following Amtrak rail lines serve Keystone Corridor stations:
*''[[Capitol Limited]]'' – to/from [[Chicago]] and [[Washington D.C.]] stops at Pittsburgh, the westernmost stop on the Pennsylvanian route.
* ''[[Keystone Service]]'' – local service along the Northeast Corridor between New York and Philadelphia, and along the Keystone Corridor between Philadelphia and Harrisburg. Timings vary by day of the week in each direction, and some trains to/from Harrisburg terminate at and start from Philadelphia.
* ''[[Pennsylvanian (train)|Pennsylvanian]]'' – between Pittsburgh and Philadelphia along the Keystone Corridor and between Philadelphia and New York on the Northeast Corridor.

=== Commuter rail ===
[[File:Paoli Thorndale.PA SEPTA Line.jpg|thumb|A westbound SEPTA Paoli/Thorndale Line train departing from the Bryn Mawr station]]

SEPTA Regional Rail operates commuter rail service on the Keystone Corridor between [[30th Street Station]] and [[Thorndale, Pennsylvania|Thorndale]] as the [[Paoli/Thorndale Line]] service. Efforts to re-extend the line to Parkesburg and even to [[Atglen, Pennsylvania|Atglen]] were under discussion by state Congressman [[Jim Gerlach]], R-PA 6, and the [[Delaware Valley Regional Planning Commission]].{{citation needed|date=February 2015}} On March 7, 2019, it was announced that SEPTA service would be extended back to Coatesville "in the near future", with a new Coatesville station to be built.<ref>{{cite news |last=Rodgers |first=Lucas |title=SEPTA Regional Rail set to return to Coatesville |work=Daily Local News |location=West Chester, Pennsylvania |date=March 7, 2019 |url=https://www.dailylocal.com/news/septa-regional-rail-set-to-return-to-coatesville/article_6da699ba-4120-11e9-a87a-cbb866b9a0c2.html |access-date=March 7, 2019 }}</ref>

The [[Cynwyd Line]] service also uses the line between 30th Street Station and the Valley interlocking. The proposed [[Schuylkill Valley Metro]] service to [[Reading, Pennsylvania|Reading]] would have also used this line.{{citation needed|date=February 2015}} There is also a proposal to shift the line to eliminate a deteriorating truss bridge.{{citation needed|date=February 2015}}

A project to bring commuter rail service between Harrisburg and [[Lancaster (PA)|Lancaster]] called the [[CorridorOne|Capital Red Rose Corridor]] proposed to bring rail service to South Central Pennsylvania. In 2011, after numerous proposals, the project was canceled due to a lack of political will and funding.<ref>{{cite web |title=Corridor One – Home Page |url=http://www.corridorone.info/ |access-date=November 23, 2005 |archive-url=https://web.archive.org/web/20061207123306/http://www.corridorone.info/ |archive-date=December 7, 2006 |url-status=dead }}</ref><ref>{{Cite web |date=February 7, 2016 |title=Corridors {{!}} Transit Projects {{!}} MTP Transit |url=http://www.mtptransit.org/projects/corridors.html |archive-url=https://web.archive.org/web/20160207114500/http://www.mtptransit.org/projects/corridors.html |url-status=dead |archive-date=February 7, 2016 |access-date=January 19, 2022 }}</ref>

SEPTA's capital budget for [[fiscal year]] 2006 financed an $80.594 million project with Amtrak to improve infrastructure along the line.<ref>"R5 Paoli Line Improvements – Amtrak," page 54.</ref> SEPTA's effort to improve tracks 1 and 4 between Zoo and Paoli interlockings, included:
* Installation of 85,000 concrete crossties, track surfacing, and alignment
* Replacement of jointed rail with continuous welded rail
* Upgraded signal and communication systems
* Replacement of Bryn Mawr interlocking tracks
* Reconfiguration and replacement of Paoli interlocking tracks
* Improvements to pedestrian underpasses and ROW retaining walls

=== Freight service ===
{{Unreferenced section|date=October 2013}}
[[File:Keystone-map.png|thumb|Map of Keystone Corridor showing alternate freight routes]]

[[Norfolk Southern]] operates overnight freight service between the western junction of the [[Trenton Cutoff]] (a former Penn Central electrified "through-freight" line) and just west of [[Parkesburg, Pennsylvania|Parkesburg]] via [[trackage rights]], mainly supplying the [[ArcelorMittal]] steel plate manufacturing plant in [[Coatesville, Pennsylvania|Coatesville]]. Norfolk Southern also operates [[Enola Yard]], a major freight [[classification yard]] near Harrisburg. Two other electrified through-freight lines, the [[Atglen and Susquehanna Branch]] (a.k.a. the Low-Grade Line) and the [[Philadelphia and Thorndale Branch]], were abandoned by Conrail before its purchase by Norfolk Southern, with NS still maintaining the Low-Grade Line due to the catenary poles servicing the Keystone Corridor between Lancaster and [[Middletown, Dauphin County, Pennsylvania|Middletown]], while the former has been looked at by the [[Delaware Valley Regional Planning Commission]] as a possible "''Cross-County Metro''" project connecting Thorndale with [[Trenton, New Jersey]].  Although there is electrified service on portions of the line all freight traffic is served using [[diesel locomotives]].

=== Former services ===
The ''[[Broadway Limited]]'', a train that operated between [[Chicago]] and New York, used the Keystone Corridor between Pittsburgh and Philadelphia and the [[Northeast Corridor]] between Philadelphia and New York. Originally a [[Pennsylvania Railroad]] train, this route was discontinued by Amtrak in 1995 but later restarted by the passenger rail company and renamed the ''Three Rivers''. The ''[[Three Rivers (train)|Three Rivers]]'' was discontinued in 2005. (Amtrak's current Chicago-to-Washington, D.C. service, the Capitol Limited, uses the rail line west of Pittsburgh).

== Stations ==
{| class="wikitable"
|-
!rowspan=2| [[Milestone|Milepost (km)]]
! rowspan=2 | Station
! rowspan=2 | Location
! rowspan=2 | Current station<br>opened
! colspan=3 | Services
! rowspan=2 | Connections
{{Philadelphia to Harrisburg Main Line stations}}
|-
|{{convert|164.6|mi|km|abbr=on}}
|{{stn|Lewistown}}
|[[Lewistown, Pennsylvania|Lewistown]]
|1849<ref name="greatstations" />
| || || ●
|
|-
|{{convert|195.6|mi|km|abbr=on}}
|{{stn|Huntingdon||Amtrak}}
|[[Huntingdon, Pennsylvania|Huntingdon]]
|1872<ref name="greatstations" />
| || || ●
|
|-
|{{convert|225.6|mi|km|abbr=on}}
|{{stn|Tyrone}}
|[[Tyrone, Pennsylvania|Tyrone]]
|1880
| || || ●
|
|-
|{{convert|240.6|mi|km|abbr=on}}
|[[Altoona Transportation Center]]
|[[Altoona, Pennsylvania|Altoona]]
|1986<ref name="greatstations" />
| || || ●
|{{rint|bus|1}} [[Altoona Metro Transit]]<br>{{rint|us|greyhound}} Greyhound Lines
|-
|{{convert|282.0|mi|km|abbr=on}}
|{{stn|Johnstown}}
|[[Johnstown, Pennsylvania|Johnstown]]
|October 12, 1916<ref name="greatstations" />
| || || ●
|{{rint|bus|1}} [[CamTran]]
|-
|{{convert|309.0|mi|km|abbr=on}}
|{{stn|Latrobe}}
|[[Latrobe, Pennsylvania|Latrobe]]
|1903<ref name="greatstations" />
| || || ●
|{{rint|bus|1}} [[Westmoreland County Transit Authority]]: 9A
|-
|{{convert|319.0|mi|km|abbr=on}}
|{{stn|Greensburg}}
|[[Greensburg, Pennsylvania|Greensburg]]
|1910<ref name="greatstations" />
| || || ●
|{{rint|bus|1}} Westmoreland County Transit Authority 4, 6, 6C
|-
|{{convert|349.0|mi|km|abbr=on}}
|[[Union Station (Pittsburgh)|Pittsburgh Union Station]]
|[[Pittsburgh, Pennsylvania|Pittsburgh]]
|1903<ref name="greatstations" />
| || || ●
|{{rint|us|amtrak}} Amtrak: {{lnl|Amtrak|Capitol Limited}}<br>{{rint|pittsburgh}} [[Port Authority of Allegheny County|PAAC]]: 1, 6, 11, 15, 29, 31, 39, 40, 44, G31, P1, P2, P7, P10, P12, P16, P17, P67, P68, P69, P71, P76, P78
|}

== See also ==
* [[High-speed rail in the United States]]

== References ==
{{Reflist}}

== Further reading ==
* {{cite book |last=Messer |first=David W. |date=1999 |title=Triumph II. Philadelphia to Harrisburg 1828–1998 |publisher=Barnard, Roberts & Company |isbn=978-0-934118-24-8 }}

== External links ==
* [http://www.planthekeystone.com/ Plan the Keystone] – PennDOT
* [https://maps.google.com/maps/ms?hl=en&gl=us&ptab=2&ie=UTF8&oe=UTF8&msa=0&msid=116817065112228427013.00046cad6f5abe58e5b0c Keystone Corridor on Google Maps]

{{coord|40.2858|-76.8617|type:landmark_globe:earth_region:US-PA|display=title}}

{{Amtrak routes}}
{{SEPTA}}
{{High-speed rail in the United States}}
{{High-speed rail}}

[[Category:Amtrak lines]]
[[Category:Electric railways in Pennsylvania]]
[[Category:High-speed railway lines in the United States]]
[[Category:Keystone Corridor]]
[[Category:Pennsylvania Railroad lines]]
[[Category:SEPTA Regional Rail]]