Keystone Corridor
The Keystone Corridor in Rosemont, Pennsylvania
Overview
Status	Operating
Owner	SEPTA (Suburban Station–30th Street Station) Amtrak (30th Street Station–Harrisburg) Norfolk Southern (Harrisburg–Pittsburgh)
Locale	Pennsylvania, U.S.
Termini	Philadelphia Suburban Station Pittsburgh Union Station
Stations	39 (15 Amtrak, 19 SEPTA, 5 shared)
Service
Type	Higher-speed rail, commuter rail, inter-city rail
Services	Amtrak Keystone Service Amtrak Pennsylvanian SEPTA Paoli/Thorndale Line
Technical
Line length	349 miles (562 km)
Track gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification	Overhead line, 12 kV 25 Hz AC (east of Harrisburg)
Operating speed	110 mph (180 km/h) (top)
Route map Legend MP NS Fort Wayne Line to CP Penn Junction 353.0 Pittsburgh 322.0 Greensburg 312.0 Latrobe 271.0 Johnstown 236.0 Altoona 222.0 Tyrone 202.0 Huntingdon 165.0 Lewistown NS Pittsburgh Line Amtrak ownership 104.0 Harrisburg 94.0 Middletown 86.0 Elizabethtown 80.0 Mount Joy 68.0 Lancaster NS New Holland Secondary Strasburg Railroad 42.0 Parkesburg BV RR Industrial Track Reading line to Reading, PA 38.0 Coatesville 35.2 Thorndale 32.8 Downingtown 28.7 Whitford 27.7 Exton NS Dale Secondary 21.8 Malvern 19.9 Paoli 18.6 Daylesford 17.5 Berwyn 16.4 Devon 15.4 Strafford 14.5 Wayne 13.7 St. Davids 13.0 Radnor Norristown High Speed Line 12.0 Villanova 10.9 Rosemont 10.1 Bryn Mawr 9.1 Haverford 8.5 Ardmore 7.4 Wynnewood 6.8 Narberth 6.0 Merion 5.4 Overbrook SEPTA Overbrook Yard CYN to Cynwyd 52nd Street (Closed 1980) Northeast Corridor to Boston South 0.9 30th Street Northeast Corridor to Washington, D.C. 0.0 Suburban SEPTA Main Line This diagram: view talk edit

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

Since 2006, the line has been one of the high-speed corridors designated by the Federal Railroad Administration (FRA). The 24-mile section of track from Lancaster to Parkesburg permits trains of up to 110 miles per hour (180 km/h),^{[citation needed]} while the 19-mile section between Paoli and Philadelphia allows up to 90 miles per hour (140 km/h).^{[citation needed]}

Amtrak runs two intercity rail services along the Keystone Corridor: the Harrisburg-to-New York City Keystone Service and the Pittsburgh-to-New York City Pennsylvanian. SEPTA operates daily Paoli/Thorndale commuter rail service between Philadelphia and Thorndale on the Philadelphia-to-Harrisburg main line. The towns along this stretch form a socio-cultural region called the "Philadelphia Main Line".

The tracks from Pittsburgh to Harrisburg are owned and maintained by Norfolk Southern, which acquired them from Conrail. They include the Horseshoe Curve west of 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 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, just west of 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 electrified the line from Philadelphia's Broad Street Station to 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.^[1]

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.^[2] Zdroj:https://en.wikipedia.org?pojem=Keystone_Corridor
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