Northeast Corridor

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Northeast Corridor

Overview
TypeHigh-speed rail
Higher-speed rail
Inter-city rail
Commuter rail
SystemAmtrak
CSX Transportation
Norfolk Southern Railway
Providence and Worcester Railroad
StatusOperational
LocaleNortheastern megalopolis
TerminiBoston South Station
Washington, D.C Union Station
Stations108 (30 Amtrak stations, 78 commuter-rail-only stations)
Operation
Opening1834 (first section)
1917 (final section)
OwnerAmtrak (most sections)
Metro-North Railroad (New Rochelle - New Haven)
Massachusetts (Boston - MA/RI border)
Operator(s)Amtrak
Technical
Line length453.3 miles (729.5 km)
No. of tracks2-4+
Track gauge1,435 mm (4 ft 8 12 in) standard gauge
Operating speed150 mph (240 km/h) (Acela)
125 mph (201 km/h) (other)
Route map
Sections owned by Amtrak are in red; sections with commuter service are highlighted in blue.
 
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Northeast Corridor

Overview
TypeHigh-speed rail
Higher-speed rail
Inter-city rail
Commuter rail
SystemAmtrak
CSX Transportation
Norfolk Southern Railway
Providence and Worcester Railroad
StatusOperational
LocaleNortheastern megalopolis
TerminiBoston South Station
Washington, D.C Union Station
Stations108 (30 Amtrak stations, 78 commuter-rail-only stations)
Operation
Opening1834 (first section)
1917 (final section)
OwnerAmtrak (most sections)
Metro-North Railroad (New Rochelle - New Haven)
Massachusetts (Boston - MA/RI border)
Operator(s)Amtrak
Technical
Line length453.3 miles (729.5 km)
No. of tracks2-4+
Track gauge1,435 mm (4 ft 8 12 in) standard gauge
Operating speed150 mph (240 km/h) (Acela)
125 mph (201 km/h) (other)
Route map
Sections owned by Amtrak are in red; sections with commuter service are highlighted in blue.

The Northeast Corridor (NEC) is a fully electrified railway line that serves the Northeast megalopolis of the United States. Owned primarily by Amtrak, it runs from Boston through New York City, Philadelphia, and Baltimore to Washington, D.C.

The corridor is used by a large number of Amtrak trains, including the high-speed Acela Express, intercity trains, and several long-distance trains. Most of the corridor also has frequent commuter rail service, operated by the MBTA, Shore Line East, Metro-North Railroad, New Jersey Transit, SEPTA, and MARC. Additionally, freight service is operated over sections of the NEC by several companies.

The NEC, which closely parallels Interstate 95 for most of its length, is the busiest passenger rail line in the United States by both ridership and service frequency.[1] Branches to Harrisburg, Pennsylvania and Springfield, Massachusetts, though not considered part of the Northeast Corridor, see frequent service from routes that run largely on the corridor.

Much of the line is built for speeds higher than the 79 mph (127 km/h) generally permitted on U.S. tracks. This allows Amtrak to operate higher-speed rail service, such as the intercity Northeast Regional and Keystone Service trains that go up to 125 mph (201 km/h), as well as North America's only high-speed train, the Acela Express, which runs up to 150 mph (241 km/h) on several sections in Massachusetts and Rhode Island. Acela covers the 225 miles (362 km) between New York and Washington, D.C., in under 3 hours, and the 229 miles (369 km) between New York and Boston in under 3.5 hours.

Under Amtrak's $151 billion Northeast Corridor plan, which aims to roughly halve travel times by 2040, trips between New York and Washington would take just 94 minutes.[2][3]

History[edit]

Origins[edit]

Northeast Corridor
Boston South Station
Old Colony Lines and Fairmount Line              
Inland Route
Boston Back Bay
Boston to Route 128
Ruggles
Forest Hills
Hyde Park
Readville Franklin Line and Fairmount Line
Route 128
Route 128 to Providence
Canton Junction
Stoughton Branch
Sharon
Framingham Subdivision
Mansfield
Middleboro Subdivision
Attleboro
East Junction Branch
South Attleboro
East Providence Branch
RI/MA border
Providence and Worcester Railroad
Providence
Providence to New London
T.F. Green Airport
Seaview Railroad
Wickford Junction
Kingston
Westerly
CT/RI border
Mystic
Groton Wharf Branch
Norwich and Worcester
New England Central Railroad
New London Union Station
New London to New Haven
Valley Railroad
Old Saybrook
Westbrook
Clinton
Madison
Guilford
Branford Steam Railroad
Branford
Air Line
New Haven–Springfield Line
New Haven – State Street
New Haven Union Station
New Haven to Stamford
Milford
Waterbury Branch
Stratford
Bridgeport
Fairfield Metro
Fairfield
Southport
Green's Farms
Westport
East Norwalk
Danbury Branch
South Norwalk
Rowayton
Darien
Noroton Heights
New Canaan Branch
Stamford
Stamford to New York
Old Greenwich
Riverside
Cos Cob
Greenwich
NY/CT border
Port Chester
Rye
Harrison
Mamaroneck
Larchmont
New Rochelle
New Haven Line
Oak Point Link
New York Connecting Railroad
LIRR Main Line
Lower Montauk
LIRR Main Line
New York Penn Station
New York to Newark
NJ/NY border
Secaucus Junction
Waterfront Connection
Kearny Connection
Newark Penn Station
Newark to Metropark
Raritan Valley Line/Lehigh Line
Newark Airport
North Elizabeth
Elizabeth
Staten Island Railway
Linden
Linden Industrial Track
Rahway
North Jersey Coast Line
Metropark
Metropark to Trenton
Port Reading Railroad
Metuchen
Edison
New Brunswick
Jersey Avenue
Jamesburg Branch
Princeton Junction
Hamilton
Trenton
Trenton to Philadelphia
PA/NJ border
NJT Morrisville Yard
Norfolk Southern / Keystone Industrial Park
Levittown
Bristol
Croydon
Eddington
Cornwells Heights
Torresdale
Holmesburg Junction
Tacony
Bridesburg
Atlantic City Line
North Philadelphia
SEPTA Reading Division Lines
Chestnut Hill West Line
CSX
CSX
Cynwyd Line, Paoli/Thorndale Line
Zoo Junction
Philadelphia 30th Street
Philadelphia to Wilmington
Media/Elwyn Line
Philadelphia Subdivision
Airport Line
Darby
Curtis Park
Sharon Hill
Folcroft
Glenolden
Norwood
Prospect Park
Ridley Park
Crum Lynne
Eddystone
Chester Transportation Center
Highland Avenue
Marcus Hook
DE/PA border
Claymont
Shellpot Branch
Wilmington
Wilmington to Baltimore
Philadelphia Subdivision
Shellpot Branch
Churchmans Crossing
Delmarva Secondary
Newark
MD/DE border
Perryville  Port Road Branch
Aberdeen
Edgewood
Martin State Airport
Port of Baltimore
Baltimore Penn Station
Baltimore to Washington
West Baltimore
Halethorpe
Camden Line
BWI Airport
Odenton
Bowie State
Pope's Creek Subdivision
Seabrook
New Carrollton
Landover Subdivision/Alexandria Extension
D.C./MD border
Camden Line
Brunswick Line
Washington Union Station
RF&P Subdivision
Map of Northeast Corridor, showing different milepost designations along the route

The Northeast Corridor was built by several railroads between the 1830s and 1917. The route was later owned by two railroads:

Boston-New York[edit]

New York-Washington, D.C.[edit]

Electrification 1905-1938[edit]

New York section[edit]

The New York Central Railroad (NYC) began planning electrification between Grand Central Terminal and the split at Mott Haven after the opening of the first electrified urban rail terminal in 1900, the Gare d'Orsay in Paris, France. Electricity was in use on some branch lines of the NYNH&H for interurban streetcars via third rail or trolley wire. An accident that killed 17 people on January 8, 1902 was blamed on smoke from steam locomotives; the resulting outcry led to a push for electric operation in Manhattan.[citation needed]

The first section was the Park Avenue Tunnel of the New York and Harlem Railroad, part of the New York Central and Hudson River Railroad (NYC) to its Grand Central Terminal in New York, and also used by the NH via trackage rights.

The NH announced in 1905 that it would electrify its main line from New York to Stamford, Connecticut. Along with the construction of the new Grand Central Terminal, opened in 1912, the NYC electrified its lines, beginning on December 11, 1906 with suburban multiple unit service to High Bridge on the Hudson Line. Electric locomotives began serving Grand Central February 13, 1907, and all NYC passenger service into Grand Central was electrified July 1. NH electrification began July 24 to New Rochelle, August 5 to Port Chester and October 6, 1907 the rest of the way to Stamford. Steam trains last operated into Grand Central on June 30, 1908, after which all NH passenger trains into Manhattan were electrified. On June 22, 1914 the NH electrification was extended to New Haven, which was the terminus of electrified service for over 80 years.

At the same time the PRR was building its Pennsylvania Station and electrified approaches, served by the PRR's lines in New Jersey and the Long Island Rail Road (LIRR). LIRR electric service began in 1905 on the Atlantic Branch from downtown Brooklyn past Jamaica, and in June 1910 on the branch to Long Island City, part of the main line to Penn Station. Penn Station opened September 8, 1910 for LIRR trains and November 27 for the PRR; trains of both railroads were powered by DC electricity from a third rail. PRR trains changed engines (electric to/from steam) at Manhattan Transfer; passengers could also transfer there to H&M trains to downtown Manhattan.

On July 29, 1911 NH began electric service on its Harlem River Branch, a suburban branch that would become a main line with the completion of the New York Connecting Railroad and its Hell Gate Bridge. The bridge opened on April 1, 1917, but was operated by steam with an engine change at Sunnyside Yard east of Penn Station until 1918.

Electrification of the portion north of New Haven to Providence and Boston had been planned by the NH, and authorized by the company's board of directors shortly before the U.S. entered World War I. This plan was not carried out because of the war and the company's financial problems.

New York to Washington electrification[edit]

"K" Tower, north of Washington Union Station, is the only remaining interlocking tower on the Northeast Corridor south of Philadelphia

In 1905, the PRR began to electrify its suburban lines at Philadelphia, an effort that eventually led to 11kV, 25Hz AC catenary from New York and Washington. Electric service began September 11, 1915, with multiple unit trains west to Paoli on the PRR Main Line (now the Keystone Corridor). Electric service to Chestnut Hill (now the Chestnut Hill West Line), including a stretch of the NEC, began March 30, 1918. Local electric service to Wilmington, Delaware, on the NEC began September 30, 1928, and to Trenton, New Jersey, on June 29, 1930.

Electrified service between Exchange Place, the Jersey City terminal, and New Brunswick, New Jersey began on December 8, 1932, including the extension of Penn Station electric service from Manhattan Transfer. On January 16, 1933, the rest of the electrification between New Brunswick and Trenton opened, giving a fully electrified line between New York and Wilmington. Trains to Washington began running under electricity to Wilmington on February 12, with the engine change moved from Manhattan Transfer to Wilmington. The same was done on April 9 for trains running west from Philadelphia, with the change point moved to Paoli.

In 1933, the electrification south of Wilmington was stalled by the Great Depression, but the PRR got a loan from Public Works Administration to resume work.[5] The tunnels at Baltimore were rebuilt, and electric service between New York and Washington began February 10, 1935. On April 7, the electrification of passenger trains was complete, with 639 daily trains: 191 hauled by locomotives and the other 448 under multiple-unit power. New York-Washington electric freight service began May 20 after the electrification of freight lines in New Jersey and Washington. Extensions to Potomac Yard across the Potomac River from Washington, as well as several freight branches along the way, were electrified in 1937 and 1938. The Potomac Yard retained its electrification until 1981.

Signalling[edit]

In the 1930s, PRR equipped the New York-Washington line with Pulse code cab signaling. Between 1998 and 2003, this system was overlaid with an Alstom Advanced Civil Speed Enforcement System (ACSES), using track-mounted transponders similar to the Balises of the modern European Train Control System.[6] The ACSES will enable Amtrak to implement Positive train control to comply with the Rail Safety Improvement Act of 2008.

Reorganization, bankruptcy, and Amtrak[edit]

In December 1967, the UAC Turbotrain set a speed record for a production train at 170.8 miles per hour (274.8 kilometers per hour) between New Brunswick, New Jersey and Trenton, New Jersey.[7]

In February 1968, PRR merged with its former rival New York Central Railroad to form the Penn Central (PC). Penn Central was required to absorb the New Haven in 1969 as a condition of the merger, which brought the entire Washington-Boston corridor under the control of a single company.

On September 21, 1970, all New York-Boston trains except the Turboservice were rerouted into Penn Station from Grand Central; the Turboservice was moved on February 1, 1971.

Amtrak began operations in 1971.

In 1971, various states took control of portions of the NEC for their commuter transportation authorities. In January, the state of New York bought and the state of Connecticut leased from Penn Central their sections of the New Haven Line, between Woodlawn, New York, and New Haven, Connecticut. The line was later operated by the Metropolitan Transportation Authority. In the same month, the State of Massachusetts bought the Attleboro/Stoughton Line in Massachusetts, later operated by the Massachusetts Bay Transportation Authority.

In 1973, the Regional Rail Reorganization Act opened the way for Amtrak to buy sections of the NEC not already been sold to these commuter transportation authorities. These purchases by Amtrak were controversial at the time, and the Department of Transportation blocked the transaction and withheld purchase funds for several months until Amtrak granted it control over reconstruction of the corridor.[8]

In February 1975, the Preliminary System Plan for Conrail proposed to stop running freight trains on the NEC between Groton, Connecticut, and Hillsgrove, Rhode Island, but this clause was rejected the following month by the U.S. Railway Association.[9]

By April 1976, Amtrak owned the entire NEC except for the section between New Haven and the Rhode Island/Massachusetts state line, which were sold to the Providence and Worcester Railroad; those rights remained until the 1999 breakup of Conrail, when they were split between the Norfolk Southern Railway to the south and CSX Transportation to the north.

Today, Amtrak operates and maintains the portion in Massachusetts. The line from New Haven to New Rochelle, New York, is operated by the Metro-North Railroad, which has hindered the establishment of high-speed service.

Improvement Project: 1976-1980[edit]

Amtrak Acela Express crosses the Susquehanna River in Maryland on a bridge built by the PRR in 1906.

In 1976, Congress authorized an overhaul of the system between Washington and Boston.[10] Called the Northeast Corridor Improvement Project (NECIP), it included safety improvements, modernization of the signaling system by General Railway Signal, and new Centralized Electrification and Traffic Control (CETC) control centers by Chrysler at Philadelphia, New York and Boston. It allowed more trains to run faster and closer together, and set the stage for later high-speed operation. NECIP also introduced the AEM-7 locomotive, which lowered travel times between cities and became the most successful engine on the Corridor. The NECIP set travel time goals of 2 hours and 40 minutes between Washington and New York, and 3 hours and 40 minutes between Boston and New York.[11] These goals were not met because of the low level of funding provided by the Reagan Administration and Congress in the 1980s.[12]

A project for electrification between New Haven and Boston was included in a bill signed by President Gerald Ford in 1976[10] but it stalled after 1980 because of opposition from the Reagan Administration.

All grade crossings on the line have been eliminated between New York and Washington since the mid-1980s. Eleven grade crossings remain in Connecticut.

High-speed rail in the 1990s[edit]

In the 1990s, Amtrak upgraded the NEC north of New York to ready it for the higher-speed Acela Express trains.[12] Dubbed the Northeast High Speed Rail Improvement Program (NHRIP), the effort eliminated grade crossings, rebuilt some bridges, and modified some curves. Concrete railroad ties replaced wood ties, and heavier continuous welded rail (CWR) was laid down.

In 1996, Amtrak began installing electrification gear along the 157 miles (253 kilometres) of track between New Haven and Boston. The infrastructure included a new overhead catenary wire made of high-strength silver-bearing copper, specified by Amtrak and later patented by Phelps Dodge Specialty Copper Products of Elizabeth, New Jersey.[13] Service with electric locomotives began on January 31, 2000.

Acela Express service began on December 11, 2000. Travel time by Acela is about three and a half hours between Boston and New York, and two hours and forty-five minutes between New York and Washington D.C.

Infrastructure[edit]

The NEC is a cooperative venture between Amtrak and various state agencies. Amtrak owns the track between Washington and New Rochelle, New York, a northern suburb of New York City. The segment from New Rochelle to New Haven is owned by the states of New York and Connecticut; Metro-North Railroad commuter trains operate there. Amtrak owns the tracks north of New Haven to the border between Rhode Island and Massachusetts. The final segment from the border north to Boston is owned by the Commonwealth of Massachusetts.

Electrification[edit]

Constant-tension catenary on Amtrak's 60Hz system

At just over 453 miles (729 km), the Northeast Corridor is the longest electrified rail corridor in the United States. Most electrified railways in the country are for rapid transit or commuter rail use; the Keystone Corridor is the only other electrified intercity mainline.

Currently, the corridor uses three catenary systems. From Washington, D.C., to Sunnyside Yard (just east of New York Penn Station), Amtrak's 25Hz traction power system (originally built by the Pennsylvania Railroad) supplies 12 kV at 25 Hz. From Sunnyside to Mill River (just east of New Haven), the former New Haven Railroad's system, since modified by Metro-North, supplies 12.5 kV at 60 Hz. From Mill River to Boston, the much newer 60Hz traction power system supplies 25 kV at 60 Hz. All of Amtrak's electric locomotives can switch between these systems at speed.

In addition to catenary, the East River Tunnels have 750V DC third rail for Long Island Rail Road trains, and the North River Tunnels have third rail for emergency use only.

In 2006, several high-profile electric-power failures delayed Amtrak and commuter trains on the Northeast Corridor up to five hours.[14] Railroad officials blamed Amtrak's funding woes for the deterioration of the track and power supply system, which in places is almost a hundred years old. These problems have decreased in recent years after tracks and power systems were repaired and improved.[15][16]

In September 2013, one of two feeder lines supplying power to the New Haven Line failed, while the other feeder was disabled for service. The lack of electrical power disrupted trains on Amtrak and Metro-North Railroad, which share the segment in New York State.[17]

Stations[edit]

There are 109 active stations on the Northeast Corridor; all see commuter service, and 30 are used by Amtrak as well. Amtrak owns Pennsylvania Station in New York, 30th Street Station in Philadelphia, Pennsylvania Station in Baltimore, and Union Station in Washington.

The following is a list of active Amtrak and commuter rail stations, plus two interlockings where milepost numbering is reset. (For a full accounting of past and present stations plus interlockings, bridges, and tunnels, see List of Northeast Corridor infrastructure.)

Abbreviations[edit]

Station Listing
StateMilepostCityStationAmtrakOtherConnections
MA228.7BostonSouth StationAE NR LSMBTAMBTA Red Line, Old Colony Lines, Greenbush Line, Framingham/Worcester Line, Fairmount Line
227.6Back Bay StationAE NR LSMBTAMBTA Orange Line; split with Framingham/Worcester Line
226.5RugglesMBTAMBTA Orange Line
223.7Forest HillsMBTAMBTA Orange Line; split with Needham Line
220.6Hyde ParkMBTA
219.2ReadvilleMBTAMBTA Fairmount Line; split with Franklin Line. NEC platforms only used in emergencies
217.3WestwoodRoute 128AE NRMBTAPark and ride
213.9CantonCanton JunctionMBTASplit with Stoughton branch
210.8SharonSharonMBTA
204.0MansfieldMansfieldMBTA
196.9AttleboroAttleboroMBTA
191.9South AttleboroMBTA
190.8state line Massachusetts / Rhode Island
RI185.1ProvidenceProvidenceAE NRMBTA
177.3WarwickT. F. Green AirportMBTA
165.8Wickford (North Kingstown)Wickford JunctionMBTA
158.1West Kingston (South Kingstown)KingstonNR
141.3WesterlyWesterlyNR
141.1state line Rhode Island / Connecticut
CT132.3StoningtonMysticNR
122.9New LondonNew LondonAE NRSLE
105.1Old SaybrookOld SaybrookNRSLE
101.2WestbrookWestbrookSLE
96.8ClintonClintonSLE
93.1MadisonMadisonSLE
88.8GuilfordGuilfordSLE
81.4BranfordBranfordSLE
72.9Division Post – Metro-North Railroad / Amtrak
72.7New HavenState Street StationMNRSLE
72.3Union StationAE NR VTMNRSLEAmtrak Shuttle
69.4West HavenWest HavenMNRSLE
63.3MilfordMilfordMNRSLE
59.0StratfordStratfordMNRSLEMNRR Waterbury Branch
55.4BridgeportBridgeportNR VTMNRSLE
52.3FairfieldFairfield MetroMNR
50.6FairfieldMNR
48.9SouthportMNR
47.2WestportGreen's FarmsMNR
44.2WestportMNR
42.1NorwalkEast NorwalkMNR
41.0South NorwalkMNRMNRR Danbury Branch
39.2RowaytonMNR
37.7DarienDarienMNR
36.2Noroton HeightsMNR
33.1StamfordStamfordAE NR VTMNRSLEMNRR New Canaan Branch
31.3GreenwichOld GreenwichMNR
30.3RiversideMNR
29.6Cos CobMNR
28.1GreenwichMNR
26.1state line Connecticut / New York
NY25.7Port ChesterPort ChesterMNR
24.1RyeRyeMNR
22.2HarrisonHarrisonMNR
20.5MamaroneckMamaroneckMNR
18.7LarchmontLarchmontMNR
16.6New RochelleNew RochelleNRMNRMetro-North to Grand Central
3.2New York CitySunnysideLIRRNot yet open
0.0Penn StationAE AD CD CL CS EAE ES KS LS ML NR PA PL SM SS VTLIRRNJTLIRR: Trains to Long Island
NJT: Trains to New Jersey
NYCS: A C E trains at Eighth Avenue,
1 2 3 trains at Seventh Avenue
1.2state line New York / New Jersey
NJ5.0SecaucusSecaucus JunctionNJTNJT to Hoboken and northern New Jersey
10.0NewarkPenn StationAE CD CL CS KS NR PA PL SM SS VTNJTNewark City Subway, PATH
12.6Newark AirportKS NRNJTAirTrain
14.4ElizabethNorth ElizabethNJT
15.4Elizabeth (Broad Street)NJT
18.6LindenLindenNJT
20.7RahwayRahwayNJT
24.6WoodbridgeMetroparkAE KS NR VTNJTPark and ride
27.1MetuchenMetuchenNJT
30.3EdisonEdisonNJT
32.7New BrunswickNew BrunswickKS NRNJT
34.4North BrunswickJersey AvenueNJTPark and ride
48.8Princeton JunctionPrinceton JunctionKS NRNJTNJT Princeton Branch to Princeton
54.4Hamilton TownshipHamiltonNJT
58.1TrentonTrentonAE CD CL CS KS NR PA SM SS VTSEPTANJTNJT River Line to Camden
59.2state line New Jersey / Pennsylvania
PA64.7TullytownLevittownSEPTA
67.8BristolBristolSEPTA
70.7Bristol TownshipCroydonSEPTA
72.4BensalemEddingtonSEPTA
73.7Cornwells HeightsCornwells HeightsKS NRSEPTA
75.8PhiladelphiaTorresdaleSEPTA
78.3Holmesburg JunctionSEPTA
79.3TaconySEPTA
81.2BridesburgSEPTA
86.0North PhiladelphiaKS NRSEPTA
89.0
0
ZOO InterlockingSplit with Philadelphia to Harrisburg Main Line
1.530th Street StationAE CD CL CS KS NR PA PL SM SS VTSEPTANJTNew Jersey Transit Atlantic City Line, all SEPTA commuter rail lines
Market-Frankford Line, Subway-Surface Trolley Lines
5.8DarbyDarbySEPTA
6.5Sharon HillCurtis ParkSEPTA
7.2Sharon HillSEPTA
7.7FolcroftFolcroftSEPTA
8.3GlenoldenGlenoldenSEPTA
9.0NorwoodNorwoodSEPTA
9.7Prospect ParkProspect ParkSEPTA
10.4Ridley ParkRidley ParkSEPTA
11.1Crum LynneSEPTA
12.3EddystoneEddystoneSEPTA
13.4ChesterChester Transportation CenterSEPTA
15.5Highland Avenue StationSEPTA
16.7Marcus HookMarcus HookSEPTA
18.2state line Pennsylvania / Delaware
DE19.6ClaymontClaymontSEPTA
26.8WilimingtonWilmingtonAE CD CL CS NR PL SM SS VTSEPTA
32.5Churchmans CrossingSEPTA
38.7NewarkNewarkNRSEPTA
41.5state line Delaware / Maryland
MD59.5PerryvillePerryvilleMARC
65.5AberdeenAberdeenNRMARC
75.1EdgewoodEdgewoodMARC
84.0Middle RiverMartin State AirportMARC
95.7BaltimorePenn StationAE CD CL CS NR PL SM SS VTMARCMaryland Transit Administration Light Rail
98.5West BaltimoreMARC
103.0HalethorpeHalethorpeMARC
106.3LinthicumBWI Airport Rail StationAE NR VTMARC
113.6OdentonOdentonMARC
119.4BowieBowie StateMARC
124.7SeabrookSeabrookMARC
127.0New CarrolltonNew CarrolltonNR VTMARCOrange Line (Washington Metro), park and ride
131.6state line Maryland / District of Columbia
DC134.6
1.1
WashingtonC InterlockingJunction with CSX Capital Subdivision and Metropolitan Subdivision
0.0Union StationAE CPL CD CL CS NR PL SM SS VTMARCVREVRE commuter rail, Metro Red Line, Amtrak trains to Virginia, Chicago, New Orleans, Miami, MARC commuter Rail

Grade crossings[edit]

Passengers crossing the State Street crossing in New London after departing a northbound train
A Northeast Regional train crosses Miner Lane in Waterford.

The entire NEC has just 11 grade crossings, all in southeastern New London County, Connecticut.

The New York to New Haven line had long been completely grade-separated. The last grade crossings between Washington and New York were eliminated in the 1980s. Most crossings between New Haven and Boston were replaced in the late 1990s with bridges and underpasses in preparation for electrification.

The remaining grade crossings are along a part of the line that hugs the shore of Fishers Island Sound. Without these crossings many waterfront communities and businesses would be inaccessible from land. Except for three grade crossings near New London Union Station, all have four-quadrant gates without exit gate delays and induction loops to alert Amtrak personnel about trapped vehicles.

From east to west, the crossings are:

On September 28, 2005, a southbound train became the first Acela Express to be involved in a collision at a grade crossing when it struck a car at Miner Lane in Waterford, Connecticut,[18] one of the few remaining grade crossings on the Northeast Corridor. The train was approaching the crossing at approximately 70 miles per hour (110 km/h) when the car reportedly rolled under the crossing gate arms at a low speed and was struck by the train and dragged 1,000 feet (300 m). The driver, a 62-year-old woman, and her 8-year-old grandson, were killed instantly; a 4-year-old girl survived and was airlifted to a hospital where she died nine days later. The gates were later inspected and declared to have been functioning properly at the time of the incident.[19] The incident drew much criticism from the public about the 11 remaining grade crossings along Amtrak's busy Northeast Corridor[20][21]

Current rail service[edit]

Intercity passenger services[edit]

New Orleans-bound Crescent in Trenton, New Jersey

In 2003, Amtrak accounted for about 14% of intercity trips between the cities served by the NEC and its branches (the rest were taken by airline, automobile, or bus).[22] A 2011 study estimated that in 2010 Amtrak carried 6% of the Boston-Washington traffic, compared to 80% for automobiles, 8-9% for intercity bus, and 5% for airlines.[23] Amtrak's share of passenger traffic between New York City and Boston has grown from 20 percent to 54 percent since 2001, and 75 percent of public-transport travelers between New York City and Washington, D.C., go by train.[24]

These Amtrak and other long-distance trains serve NEC stations:

Commuter rail[edit]

SEPTA commuter train on the NEC in Prospect Park, Pennsylvania

In addition to Amtrak, several commuter rail agencies operate passenger service using the NEC tracks:

MARC Train[edit]

Massachusetts Bay Transportation Authority (MBTA)[edit]

Metro-North Railroad[edit]

New Jersey Transit (NJT)[edit]

Long Island Rail Road (LIRR)[edit]

SEPTA[edit]

Shore Line East[edit]

Freight services[edit]

Freight trains operate on parts of the NEC through trackage rights. The Norfolk Southern Railway operates over the line south of Philadelphia. CSX Transportation has rights from New York to New Haven; in Massachusetts; and in Maryland from Landover, where its Landover Subdivision joins the NEC, and Bowie, where its Pope's Creek Subdivision leaves it. Between Philadelphia and New York, Conrail operates as a local switching and terminal company for CSX and Norfolk Southern. (See Conrail Shared Assets Operations.) The Providence and Worcester Railroad operates local freight service from New Haven into Rhode Island and has incidental trackage rights from New Haven to New York.

Future[edit]

As of 2013, the Federal Railroad Administration is drawing up a master plan for developing the corridor through 2040, taking into account various projects and proposals by various agency and advocacy groups. The plan is to be complete in spring 2015.[25]

In 2013, Japanese officials pitched the country's maglev train technology, the world's fastest, for the Northeast Corridor to regional U.S. politicians.The trains could travel from New York to Washington in an hour.[26]

"A vision for High-Speed Rail"[edit]

In October 2010, Amtrak released "A vision for High-Speed Rail on the Northeast Corridor", an aspirational proposal for dedicated high-speed rail tracks between Washington, D.C., and Boston.[27] Projected to cost about $117 billion (2010 dollars), the project would allow speeds of 220 miles per hour (350 km/h), reducing travel time from New York to Washington to 96 minutes (including a stop in Philadelphia) and from Boston to New York to 84 minutes.[28][29]

The proposed alignment would closely follow the existing NEC south of New York City; north of the city, several different alignments would be studied. One option would parallel Interstates 684, 84, and 90 through Danbury, Waterbury, and Hartford, Connecticut; another would follow the existing shoreline route (paralleling Interstate 95); a third would run along Long Island and a new bridge or tunnel across Long Island Sound to Connecticut.

In 2012, Amtrak revised its cost estimate to $151 billion. The 438-mile (705 km) HSR route is planned to be completed by 2030 (Washington to New York) and by 2040 (New York to Boston).[2]

Gateway Project[edit]

In February 2011, Amtrak announced plans for the Gateway Project between Newark Penn Station and New York Penn Station.[30] The planned project would create a high-speed alignment across the New Jersey Meadowlands and under the Hudson River, including the replacement of the Portal Bridge, a bottleneck. It is projected to cost $14.5 billion and be completed in 2025.

Harold interlocking[edit]

In May 2011, a $294.7-million federal grant was awarded to fix congestion at Harold Interlocking, the USA's second-busiest rail junction after Sunnyside Yard. The work will lay tracks to the New York Connecting Railroad right of way, allowing Amtrak trains arriving from or bound for New England to avoid NJT and LIRR trains. [31] [32] [33] Financing for the project was jeopardized in July 2011 by the House of Representatives, which voted to divert the funding to unrelated projects.[34] The project is currently funded by FRA and the MTA.[35]

New Brunswick-Trenton high-speed upgrade[edit]

In August 2011, Congress obligated $450 million to a six-year project to add capacity on one of the busiest segments on the NEC in New Jersey.[36] The project is designed to upgrade electrical power, signal systems and catenary wires on a 24 miles (39 km) section between New Brunswick and Trenton to improve reliability, increase speeds up to 160 mph (260 km/h), and support more frequent high-speed service.[37][38][39]

Replacement of bridge over Hutchinson River[edit]

Amtrak has applied for $15 million for the environmental impact studies and preliminary engineering design to examine replacement options for the more than 100-year-old, low-level movable rail bridge (just west of Pelham Bridge) over the Hutchinson River in The Bronx that has been limiting speed in addition to train capacity. The goal is for a new bridge to support expanded service and speeds up to 110 mph (177 km/h).[40]

See also[edit]

References[edit]

  1. ^ Bureau of Transportation Statistics, U.S. Department of Transportation (November 2005). "Transportation Statistics Annual Report" (PDF). Retrieved 2007-02-18. 
  2. ^ a b "The Amtrak Vision for the Northeast Corridor: 2012 Update Report" (PDF). Amtrak. 2012-07-17. Retrieved 2012-10-16. 
  3. ^ Nussbaum, Paul (10 July 2012). "Amtrak's high-speed Northeast Corridor plan at $151 billion". The Inquirer. Retrieved 23 July 2013. 
  4. ^ Report of the Board of Railroad Commissioners, February 15, 1911, page 408
  5. ^ "P.R.R. WILL SPEND $77,000,000 AT ONCE; Atterbury Outlines Projects Under PWA Loan Giving Year's Work to 25,000. TO EXTEND ELECTRIC LINE Sees Buying Power Restored and Industry Stimulated by Wide Building Program", The New York Times, January 31, 1934, retrieved 2012-08-08 
  6. ^ 'Acses to speed NE Corridor, Railway Gazette International, 1 September 1998, http://www.railwaygazette.com/news/single-view/view/acses-to-speed-ne-corridor.html
  7. ^ William D. Middleton (December 1999). "Passenger rail in the 20th Century". Archived from the original on 2007-05-04. Retrieved 2006-11-13. 
  8. ^ "A loss for Amtrak is Coleman's Gain." Business Week, 1976-09-13, p. 36.
  9. ^ United States Railway Association, Washington, D.C. (1975-07-26). Final System Plan for Restructuring Railroads in the Northeast and Midwest Region pursuant to the Regional Rail Reorganization Act of 1973. ("FSP"):
    Vol. 1. Vol. 2
  10. ^ a b U.S. Congress. Railroad Revitalization and Regulatory Reform Act of 1976, Pub. L. 94-210, 90 Stat. 31, 45 U.S.C. § 801. 1976-02-05. Sometimes referred to as the "4R Act."
  11. ^ USDOT. "NECIP Redirection Study." January 1979. p. 1.
  12. ^ a b NEC Master Plan Working Group. "NEC Infrastructure Master Plan." May 2010. pp. 19-20.
  13. ^ http://www.google.com/patents/EP0888924A2?cl=en
  14. ^ "Still No Answers in May Amtrak Power Outage". WNYC. June 22, 2006. Retrieved 2006-11-13. 
  15. ^ "Inside Amtrak: Projects". Amtrak. Retrieved 29 January 2012. 
  16. ^ Tom Baldwin (June 23, 2006). "Amtrak: Cause of power outage unknown". Courier-Post. Retrieved 2006-11-13. [dead link]
  17. ^ "Malloy: ‘Catastrophic Failure’ On Metro-North New Haven Line". CBS New York. September 26, 2013. Accessed October 5, 2013
  18. ^ McGeehan, Patrick, and Wald, Matthew L. (2005-09-30). "High-Tech Gates Fail to Avert Car-Train Crash". The New York Times. Retrieved 2008-09-02. 
  19. ^ "Investigators Seek Answers In Fatal Crash That Killed Two; Cause of Waterford car-train accident may never be known". The New London Day. 2005-09-30. Retrieved 2007-05-22. 
  20. ^ "Family sues over fatal car crash on railroad tracks". The Boston Globe. Associated Press. 2006-12-27. Retrieved 2007-05-22. [dead link]
  21. ^ "Amtrak train, car collide, killing two". WTNH. 2005-09-28. Retrieved 2007-05-22. 
  22. ^ Congressional Budget Office. "The Past and Future of U.S. Passenger Rail Service," September 2003.[1]
  23. ^ O'Toole, Randal (29 June 2011). "Intercity Buses: The Forgotten Mode". Policy Analysis (680). 
  24. ^ Nixon, Ron. (2012, August 16.) Trading Planes for Trains: Riders Weary of Patdowns and Delays Set Records for Amtrak. The New York Times, p. B1
  25. ^ NEC FUTURE
  26. ^ "Japan Pitches Its High-Speed Train With an Offer to Finance". The New York Times. 
  27. ^ "Amtrak Releases Concept for 220 mph Train Along Northeast Corridor". AASHTO Journal. Retrieved 2010-10-10. 
  28. ^ "A Vision for High-Speed Rail in the Northeast Corridor". Amtrak. September 2010. Retrieved 24 July 2013. 
  29. ^ "N.Y. to D.C., 96 mins., $117 billion". CNN Money. 2010-11-02. 
  30. ^ "Gateway Project" (PDF). Amtrak. February 2011. Retrieved 2011-02-07. 
  31. ^ "HAROLD interlocking (New York City)". wikimapia.org. Retrieved 2011-05-13. 
  32. ^ "Maloney Hails Federal Grant to Ease Amtrak Delays in NYC, Spur High-Speed Rail in NE Corridor - $294.7 Million Grant to Improve "Harold Interlocking", a Delay-Plagued Junction For Trains in the NE Corridor". May 9, 2011. Retrieved 2011-05-13. 
  33. ^ Colvin, Jill (May 9, 2011). "New York Awarded $350 Million for High-Speed Rail Projects". DNAinfo.com. Retrieved 2011-05-13. 
  34. ^ "House Vote Jeopardizes Key Northeast Rail Projects". Back on Track: Northeast. The Business Alliance for Northeast Mobility. July 20, 2011. Retrieved 2011-07-21. 
  35. ^ http://www.mta.info/capital/future/harold_interlocking.php
  36. ^ Schned, Dan (August 24, 2011). "U.S. DOT Obligates $745 Million to Northeast Corridor Rail Projects". America 2050. Retrieved 2011-11-24. 
  37. ^ Frassinelli, Mike (May 9, 2011), "Feds steer $450M to N.J. for high-speed rail", The Star Ledger, retrieved 2011-05-13 
  38. ^ Thorbourne, Ken (May 9, 2011), "Amtrak to receive nearly $450 million in high speed rail funding", The Jersey Journal, retrieved 2011-05-13 
  39. ^ McGeehan, Patrick (May 9, 2011), scp=2&sq=Ray%20Lahood&st=cse "Florida's rejected rail funds flow north", The New York Times, retrieved 2011-05-13 
  40. ^ "Amtak Seeks $1.3 billion for Gateway Project and Next-Generation High-Speed Rail on Northeast Corridor". Amtrak. April 4, 2011. Retrieved 2011-04-08. 

External links[edit]