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Last grade crossing on Keystone Service corridor to close
The grade crossing closures will allow speeds to be raised to 110 mpg where they are not currently. While 15 m ph is theoretically possible, the curves on the railroad mean tilting equipment would be needed to make it practical.
I guess Amtrak forgot some of the Lincoln service is also 110mph, it’s pathetic a person not working for Amtrak would know more than a spokesperson for Amtrak making over $100,000 a year. Damn I gotta get me one of them guvmnt jobs!!!
Actually 110 mph is ok on not only the former GM&O in Illinois, but also on several pieces of the ex New York Central. It prevails on much of the Niles to Kalamazoo former Michigan Central and south of Albany to the vicinity of Hudson on the Empire Corridor. And it’s widely permitted on the NEC north and east of New Haven on stretches not cleared for125mph and even for a bit under 20 miles in Rhode Island and Massacusetts for 150mph for Acela Express sets (and south of Newark to DC for 135mph hot those train sets). But let’s allow Amtrak a brag! It is sad an NEC spokesman might not know where else 110 is already legit, but conversely the average reporters’ eyes would start to roll up from data overload if forced to identify Niles or Kinderhook. Carl Fowler President Rail TrVel Adventureso
In Mr. Reid’s defense, the Amtrak statement is so clumsily worded that it is not at all clear if the reference is specific to the Keystone Corridor, or the Amtrak system in general. The English language ( and the teaching thereof ) has been systematically degraded over the last fifty years to the point that many people are incapable of expressing their thoughts in a coherent manner. We see it every day in the writing and commentary on this website.
The real question is: why spend the millions if there is no plan to raise the speed limit? Are there capacity constraints or additional regulatory hurdles that must be addressed?
Mr. Fowler is correct in almost every respect, but the west end of the 110 on the Michigan line is near the junction with NS at Porter, IN.
“According to Amtrak, the present 110 mph speed limit is the fastest in the U.S. outside the Northeast Corridor. While the speed limit could be raised to 125 mph, no plan do so has been announced.”
Sorry, The statement is that the present 110 mph speed limit is the fastest in the U.S. outside the Northeast Corridor. Your comment is that the Lincoln service is 110 mph which does not conflict with the statement that 110 mph is the fastest. Is there something I’m not seeing?
Mr. Wheeler: thank you for your excellent observation about the slaughtering of the English language. I have been waging a 1-person campaign to get NEWSWIRE to clean up the editing and commentary for this very reason. People seem to be unable to understand that correct writing, with correct punctuation, is much easier to understand. Proof-read what you write! Don’t push the “Send” button until it is correct. And then JUST PUSH IT ONCE!
These improvements are welcome news for users of this popular service. I only wish it extended farther west to Pittsburgh, but that would entail major engineering and reconstruction. It’s the relatively flat topography and gentle curves of the PRR’s original Harrisburg-Philadelphia right-of-way that make these speeds possible.
Are there any plans to speed up the trip from 30th Street to Milepost 6 at Overbrook?
I really don’t see why they don’t raise the speeds to 125 mph since they now apparently can do it. I don’t think any improvements up to and including this have resulted in the Pennsylvanian going any faster on this portion of it’s route. They should, at the absolute least, double the frequency between Harrisburg and Pittsburgh. An overnight train would be good here too.
Just wanted to say I appreciate the subscriber’s comments as much as the articles written.
Almost tragically ironic that tiny Harrisburg enjoys such speedy service when cities far larger struggle for 80 mph and decent frequencies.
The best hope for true high speed in the Midwest is along the ex-IC south from the loop and the ex-NYC ROW east into Indiana. No crossings south for 30 miles and eastward for ten.
While this improvement MAY save a FEW minutes ( at most) on this route, the people who will appreciate the changes most are those who live near this crossing and will no longer be subject to frequent LOUD horns. Truly regrettable, though, that it appears EVEN MORE fertile Lancaster County farm land had to be paved over to build the overpass.
Of the three public grade crossings on the PH Line, Irishtown Road was eliminated a year ago. Eby Chiques Road in your article will be eliminated when the bridge is completed. The last one still in service is called Newcomers Road. There is also a private crossing called Benders Road in this same area.
Metroliners in the 1960s ran officially at 120 mph and actually often at considerably higher speeds (I rode along mile after mile in the cab at 130-135 mph, for example) over many grade crossings in Maryland.
I’m quite familiar with the Keystone Corridor and the upgrade project. While there are currently “zone” speeds of 110 mph, there are curves, bridges, etc. within those zones where speeds are limited to much less, sometimes as low as 55 mph, much like the NEC. The ongoing joint Amtrak-PennDot project continues to upgrade the trackwork for higher speeds, install 261 and 562 signaling and ACSES, plus Harrisburg Station improvements, etc., all of which will improve speeds and running times. It is scheduled for completion in 2017. The trains continue to be highly popular, many runs are sold out. Don’t ridicule “little” Harrisburg; it is, after all, the State Capital, and Philadelphia its largest city. There are many “halfway” commuters to the two endpoints, in addition to the “full service” ones, and as a result the outlook is very bright for the future of the line and service. Don’t be surprised a few years down the road if a couple of Acela trainsets find their way there after their new replacements arrive!