Northeast Corridor

Northeast Corridor
An Amtrak Acela Express trainset near Philadelphia.
Overview
Type	Inter-city rail Regional rail and Heavy rail
System	Amtrak CSXT NS PW
Status	Operational
Locale	Northeastern States
Termini	Boston South Station Washington, D.C Union Station
Stations	30
Operation
Opened	Stages between 1830s-1917
Owner	Amtrak New York Connecticut
Operator(s)	Amtrak
Technical
No. of tracks	2+
Track gauge	Standard gauge 1,435 mm (4 ft 8 1⁄2 in)
Operating speed	Up to 150 mph (240 km/h) up to 135 mph (217 km/h)
Route map Sections owned by Amtrak are in red

The Northeast Corridor (commonly abbreviated as the NEC) is a fully electrified railway line owned primarily by Amtrak serving the Northeast megalopolis of the United States from Boston in the north, via New York to Washington, D.C. in the south, with branches serving other cities. The line is used by the Acela Express and the Northeast Regional between New York and Washington plus other Amtrak routes in addition to commuter rail services and freight rail transport.

The NEC, which closely parallels Interstate 95 for most of its length, is the busiest passenger rail line in the United States by ridership and service frequency.^[1] The Acela Express, which entered service in 2000, is the only true high speed rail in North America and operates at speeds up to 150 mph (241 km/h), taking 2 hours 48 minutes between New York and Washington; for the rest of the route, however, speed is limited to 135 mph (217 km/h). Plans have been prepared for a $117-billion (2010 dollars) project to reduce New York–Washington time to 96 minutes and Boston–New York to 84 minutes.^[2][3]

Description

With primarily passenger services, the Northeast Corridor 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 on this segment. North of New Haven, ownership again reverts to Amtrak, whose tracks stretch to the border between Rhode Island and Massachusetts. The final segment from the border north to Boston is owned by the Commonwealth of Massachusetts.

Amtrak catenary maintenance unit on the 4-track line north of Baltimore

Under Amtrak's ownership, the Northeast Corridor suffered from several high-profile electric-power failures in 2006 and other infrastructure problems.^[4] Intermittent power outages caused delays of up to five hours for Amtrak and commuter trains. Railroad officials have blamed Amtrak's funding woes for the deterioration of the track and power supply infrastructure, which in places is almost a hundred years old. Though the problems have decreased during the recent years because of the many projects that are underway to repair bridges and tracks, and upgrade power systems.^{[5] [6]}

Amtrak owns Pennsylvania Station in New York, 30th Street Station in Philadelphia, Pennsylvania Station in Baltimore, and Union Station in Washington.

There are only eleven grade crossings on the NEC, all in southeastern New London County, Connecticut, to the north of New York. Except for three grade crossings in New London, Connecticut (which are in close proximity to the station), all crossings feature four-quadrant gates without exit gate delays as well as induction loops to alert Amtrak personnel about trapped vehicles.

History

Origins

[ v d e ] Northeast Corridor Legend Boston South Station Boston Back Bay Route 128 Providence Kingston Westerly Mystic New London Old Saybrook New Haven–Springfield Line to Springfield New Haven Bridgeport Stamford New Rochelle New York City Newark, NJ Newark Airport Metropark New Brunswick Princeton Junction Trenton Cornwells Heights North Philadelphia Philadelphia Wilmington Newark, DE Aberdeen Baltimore BWI Airport New Carrollton Washington, D.C. Map of Northeast Corridor, showing different milepost designations along the route.

The current Northeast Corridor was built by a number of different companies between 1830s and 1917. The route was later owned by two companies: the New York, New Haven and Hartford Railroad (NYNH&H) owned the section from Boston to New York (formerly known as the "Boston & New Haven Main Line" or "Shore Line"), and the Pennsylvania Railroad (PRR) owned the section from New York to Washington (formerly known as the "Philadelphia-to-Washington Main Line").

From Boston to New York:

Boston to Providence: Boston and Providence Railroad opened 1835, partially realigned in 1847 and in 1899. Became part of the Old Colony Railroad in 1888.^[7]

Providence to Stonington: New York, Providence and Boston Railroad opened 1837; partially realigned 1848.

Stonington to New Haven: New Haven, New London and Stonington Railroad opened 1852-1889, realigned in New Haven, 1894.

New Haven to New Rochelle: New York and New Haven Railroad opened 1849.

New Rochelle to Port Morris): Harlem River and Port Chester Railroad opened 1873.

A short section in New York was owned jointly by the New York, New Haven and Hartford Railroad and the Pennsylvania Railroad:

Port Morris to Sunnyside Yard: New York Connecting Railroad: opened 1917.

The New York to Washington section:

Sunnyside Yard to Manhattan Transfer: Pennsylvania Tunnel and Terminal Railroad opened 1910.

Manhattan Transfer to Trenton: United New Jersey Railroad and Canal Company opened 1834-1839, 1841; partially realigned 1863 and 1870.

Trenton to Frankford Junction: Philadelphia and Trenton Railroad opened 1834; partially realigned 1911.

Frankford Junction to Zoo Tower: Connecting Railway opened 1867.

Zoo Tower to Grays Ferry: Junction Railroad opened 1863-1866.

Grays Ferry to Bayview: Philadelphia, Wilmington and Baltimore Railroad opened 1837-1838, 1866, 1906.

Bayview Yard to Baltimore Union Station: Union Railroad opened 1873.

Bayview Yard to Baltimore Union Station: Baltimore and Potomac Rail Road opened 1872-1873.

Landover to Washington, D.C.: Magruder Branch opened 1907, 1905.

Electrification 1905-1938

New York section electrification

The New York Central began planning for electrification between Grand Central and the split at Mott Haven following the opening of the first electrified urban rail terminal in 1900, the Gare d'Orsay in Paris, France. Electricity was already in use on various branch lines of the NYNH&H for interurban streetcars via third rail or trolley wire. A further incentive was provided when an accident killed 17 people on January 8, 1902, which was blamed on low visibility caused by the air pollution of steam locomotives. The resulting public outcry led to a push for electric operation in Manhattan.

The first section of what became the NEC 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 NYNH&H via trackage rights.

The NYNH&H 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. NYNH&H 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 NYNH&H passenger trains into Manhattan were electrified. On June 22, 1914 the NYNH&H 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, the NYNH&H 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 NYNH&H, 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

"K" Tower, located just north of Washington Union Station, is the only remaining interlocking tower on the NEC south of Philadelphia.

In 1905 Pennsylvania Railroad (PRR) announced that it would electrify its suburban lines at Philadelphia; eventually the 11-kV 25-Hz AC catenary was extended all the way between 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 the other way to Trenton, New Jersey on June 29, 1930.

The first 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 intercity line between New York and Philadelphia, and beyond to Wilmington. Through trains to Washington began running under electricity to Wilmington 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 managed to get a loan from the federal government to resume work the next year. The tunnels at Baltimore were rebuilt, and electric revenue service between New York and Washington began February 10, 1935. On April 7 the electrification of all New York–Washington passenger trains was complete, with 639 daily trains, 191 locomotive-hauled and the other 448 multiple-unit. New York–Washington electric freight service began May 20 with 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 electrification remained until 1981.

Reorganization, bankruptcy and Amtrak

The UAC Turbotrain set the speed record for a production train at 170.8 miles per hour (274.8 kilometers per hour) on the Northeast Corridor between New Brunswick, New Jersey and Trenton, New Jersey in December 1967^[8] shortly before Pennsylvania Railroad merged with its former rival, the New York Central Railroad in 1969 to form Penn Central Transportation. This new company then absorbed the NYNH&H in 1969, bringing the whole Washington-Boston corridor under control of one company.

Despite the joining of the New York Connecting Railroad and Hell Gate Bridge segments, the two were operated almost entirely independently of each other until the merger of the PRR and NYNH&H into Penn Central Transportation in 1968 and 1969 respectively, and the establishment of Amtrak in 1971. On September 21, 1970 all New York–Boston trains except the Turboservice were rerouted into Penn Station from Grand Central, and the Turboservice was moved February 1, 1971.

Amtrak took over intercity passenger rail services in the United States on May 1, 1971 and soon began running trains through New York, partly because of poor maintenance at Sunnyside Yard.^[9]

The State of New York bought and the State of Connecticut leased their sections of the New Haven Line, between Woodlawn, New York and New Haven, Connecticut, from Penn Central in January 1971, which was subsequently operated by the Metropolitan Transportation Authority. In the same month, the State of Massachusetts bought the Attleboro/Stoughton Line in Massachusetts, which was subsequently operated by the Massachusetts Bay Transportation Authority.^

The Regional Rail Reorganization Act of 1973 provided for Amtrak to purchase any remaining trackage for the corridor which passed to Amtrak in April 1976 with the formation of Conrail 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.^[ambiguous]

Conrail, another government corporation, was formed in 1976 to take over the now-bankrupt Penn Central Transportation, and sections of the line that had not already been sold to state commuter transportation authorities were sold to Amtrak. The purchase of the Northeast Corridor by Amtrak was 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.^[10]

The Preliminary System Plan for Conrail, prepared in February 1975, proposed abandoning all freight on the Shore Line (NEC) between Groton, Connecticut and Hills Grove, Rhode Island. However, in March 1975, the U.S. Railway Association announced that it had re-evaluated the line segment and would be keeping it in operation.^[11] Amtrak now operates and maintains the portion in Massachusetts, but the line from New Haven to New Rochelle, New York is operated by the Metro-North Railroad; this has been a problem with establishment of high-speed service.

Northeast Corridor Improvement Project 1976-1980

In 1976 Congress authorized the Northeast Corridor Improvement Project (NECIP) to begin a major overhaul and improvement of the system between Washington and Boston.^[12] The project 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 enabled lower travel times between cities, and it became the most successful engine on the Corridor. The NECIP set travel time goals of 2 hours and 30 minutes between Washington and New York, and 3 hours between Boston and New York. These goals were not met because of the low level of funding provided by the Reagan Administration and Congress in the 1980s.^[13]

A project for electrification between New Haven and Boston had been included in a bill signed by President Gerald Ford in 1976^[12] but then 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

An Amtrak Acela Express crosses a former Pennsylvania Railroad bridge in Maryland.

The Northeast High Speed Rail Improvement Program (NHRIP), was implemented in the 1990s.^[13] In preparation for the new higher-speed Acela Express trains, Amtrak upgraded the portion of the Northeast Corridor north of New York; grade crossings were eliminated, some bridges were rebuilt, and some curves were modified. Beginning in 1996, the electrification was extended north along the 157-mile (253 km) section of track between New Haven and Boston with electric locomotives starting service on January 31, 2000. Concrete railroad ties replaced wood ties, and heavier continuous welded rail (CWR) was laid down.

Acela Express service began on December 11, 2000. Travel time between Boston and New York is about three and a half hours, while from New York to Washington DC, the ride takes about two hours and forty-five minutes.

Future

Gateway project

In February 2011 Amtrak announced plans for the Gateway Project between Newark Penn Station and New York Penn Station.^[14]

Harold interlocking

In May 2011, a $294.7-million federal grant was awarded to address congestion at Harold Interlocking, the USA's busiest rail junction, next to Sunnyside Yard. The work will allow dedicated tracks to the New York Connecting Railroad right of way for Amtrak trains arriving from or bound for New England, thus avoiding NJT and LIRR traffic. ^{[15] [16] [17]} Financing for the project was jeopardized in July 2011 by the House of Representatives, which voted to divert the funding to unrelated projects.^[18]

New York to Philadelphia increased speeds

In May 2011 the Federal Government awarded $450 million to increase top speeds on a 24-mile stretch of track in New Jersey (between New Brunswick and Trenton) from 135 to 160 mph.^[19] The project is designed to upgrade electrical power, signal systems and overhead catenary wires on a 24-mile 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.^[20][21][22] Funding for the project and others announced at the same time had not been "obligated" by Congress and may be diverted by a bill passed by the House of Representatives in July 2011.^[18][23]

Replacement of bridge over Hutchinson River

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. The goal is for a new bridge to support expanded service and speeds up to 110 mph (177 km/h).^[24]

"A vision for High-Speed Rail"

"A vision for High-Speed Rail on the Northeast corridor" is an aspirational proposal for new dedicated high-speed tracks between Washington, DC, and Boston, Massachusetts produced by Amtrak in October 2010.^[25] At a cost of approximately $117 billion (2010 dollars), it would allow speeds of 220 mph and reduce the travel time from New York to Washington, including a stop in Philadelphia, to 96 minutes, and the travel time from Boston to New York to 84 minutes.^[3][26]

The proposed alignment would closely follow the existing Northeast Corridor south of New York City with a number of different alignments to be studied north of New York City. One option would be through interior Connecticut paralleling Interstates 684, 84, and 90 (via Danbury, Waterbury, and Hartford); another would follow the existing shoreline route (paralleling Interstate 95); a third would route via Long Island, which would require the construction of the Long Island Sound link across Long Island Sound to Connecticut.

Current rail services

Intercity passenger services

The Northeast Corridor consists of tracks between Boston, Springfield, Massachusetts, New York City and Washington D.C. with multiple trains per day. The Atlantic City Express Service is a train to/from Atlantic City on Fridays, Saturdays, and Sundays. The Cardinal is a second train to/from Chicago through Washington D.C. along the Northeast Corridor on Wednesdays, Fridays, and Sundays. Both the Atlantic City Express Service and the Cardinal run three days a week. Amtrak accounts for about 14% of all intercity trips between Northeast Corridor cities and its branches. The rest of these intercity trips are taken by airline, automobile, or coach.^[27]

Amtrak and other long-distance trains serving Northeast Corridor stations:

• Acela Express - high-speed rail from Boston to Washington.
• Adirondack- to/from Montreal along the Empire Corridor.
• New Jersey Transit Atlantic City Express Service- to/from Frankford Junction on Fridays, Saturdays, and Sundays. Timing varies by day of the week.
• Capitol Limited - to/from Chicago and Washington D.C..
• Cardinal - to/from Chicago through Washington D.C. along the Northeast Corridor on Wednesdays, Fridays, and Sundays. Timing varies by day of the week.
• Carolinian - to/from Charlotte, North Carolina.
• Crescent - to/from New Orleans.
• Empire Service- local service to/from Niagara Falls along the Empire Corridor. Most trains terminate at and start from Albany, with two trains continuing to/from Niagara Falls. On the westbound journey to Niagara Falls, there are two trains daily. On the eastbound journey, there is one daily train, and the timing of the second train varies by day of the week.
• Ethan Allen Express- to/from Rutland along the Empire Corridor, timing varies by day of the week.
• Keystone Service - local service along the Northeast Corridor to Philadelphia, and along the Keystone Corridor to/from Harrisburg, Pennsylvania. Timings vary by day of the week in each direction, and some trains terminate at and start from Philadelphia.
• Lake Shore Limited- to/from Chicago along the Northeast Corridor in Boston between Back Bay and South Station, and Empire Corridor between Depew, New York and New York City.
• Maple Leaf- to/from Toronto along the Empire Corridor.
• New Haven-Springfield Shuttle from New Haven to Springfield, Massachusetts, through the New Haven-Springfield Line.
• Northeast Regional - local service along the Northeast Corridor, from Boston, Massachusetts or Springfield, Massachusetts through the New Haven-Springfield Line, and New York City to Washington D.C., Richmond, Virginia, Newport News, Virginia, and Lynchburg, Virginia. Most trains run from Boston, Massachusetts or Springfield, Massachusetts through the New Haven-Springfield Line, and New York City to Washington D.C.. There are multiple trains daily to and from Richmond, Virginia and Newport News, Virginia, but some trains terminate at and start from Richmond, Virginia, while others head to and from Newport News, Virginia. One is a daily train, but for other trains, the timings will vary by day of the week. There is one daily train to Lynchburg, Virginia, and its timing varies by day of the week.
• Palmetto - to/from Savannah, Georgia.
• Pennsylvanian - to/from Pittsburgh along the Northeast Corridor and Keystone Corridor.
• Silver Meteor - to/from Miami.
• Silver Star - to/from Miami.
• Vermonter - to/from St. Albans, Vermont through the Northeast Corridor and New Haven-Springfield Line.

Commuter rail

In addition to Amtrak, several commuter rail agencies operate passenger service using the Northeast Corridor tracks.

• MARC Penn Line - Washington to Perryville, Maryland on Mondays to Fridays only.
• MBTA Providence/Stoughton Line from T. F. Green Airport in Warwick, Rhode Island, to Boston.
• MBTA Franklin Line from Hyde Park, to Boston.
• MBTA Needham Line from Ruggles, to Boston.
• MBTA Framingham/Worcester Line from Back Bay Station, to Boston.
• Metro-North Railroad New Haven Line from New Rochelle, New York, to New Haven.
• Metro-North Railroad Danbury Branch, from Norwalk to Danbury, Connecticut.
• Metro-North Railroad New Canaan Branch, from Stamford to New Canaan, Connecticut.
• Metro-North Railroad Waterbury Branch, from Stratford to Waterbury, Connecticut.
• New Jersey Transit Atlantic City Line in Philadelphia (from 30th Street Station to Frankford Junction).
• New Jersey Transit Northeast Corridor Line from Trenton to New York.
• New Jersey Transit North Jersey Coast Line from Rahway to New York.
• New Jersey Transit Morristown Line from Secaucus Junction to New York.
• New Jersey Transit Gladstone Branch from Secaucus Junction to New York.
• New Jersey Transit Montclair-Boonton Line from Secaucus Junction to New York.
• Long Island Rail Road City Terminal Zone from Sunnyside Yard to New York.
• SEPTA Airport Line in Philadelphia (from 30th Street Station to Phil Interlocking in Southwest Philadelphia).
• SEPTA Wilmington/Newark Line from Newark, Delaware, to Philadelphia.
• SEPTA Media/Elwyn Line in Philadelphia (from 30th Street Station to Arsenal Junction in University City).
• SEPTA Trenton Line from Philadelphia to Trenton, New Jersey.
• SEPTA Chestnut Hill West Line in Philadelphia (from 30th Street Station to North Philadelphia Station).
• Shore Line East from Stamford, Connecticut, to New London, Connecticut.

Freight services

Freight service is provided on the Northeast Corridor by trackage rights. The Norfolk Southern Railway operates over the line south of Philadelphia, and CSX Transportation has rights from New York to New Haven and in Massachusetts. CSX also has rights between Landover, MD and Bowie, MD, where the CSX Landover Subdivision and Pope's Creek Subdivision, respectively, diverge from the NEC. Between Philadelphia and New York, Conrail, which formerly provided service on the whole line, still operates over the line, as a local switching and terminal company for both 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.

Grade crossings

There are eleven remaining grade crossings, all in southeastern Connecticut. From east to west:

• Stonington: Palmer Street (Pawcatuck), Elihue Island Road, Walker's Dock, Wamphassuc Crossing, Latimer Point Road and Broadway (Mystic)
• Groton: School Street (Noank) - the first quad-gate installation in the United States, dating from 1998
• New London: Ferry Street, State Street, and Bank Street Connector
• Waterford: Miner Lane

Station stops

• Amtrak lines: AE=Acela Express, AD=Adirondack, CD=Cardinal, CL=Carolinian, CPL=Capitol Limited, CS=Crescent, EAE=Ethan Allen Express, ES=Empire Service, KS=Keystone, LS=Lake Shore Limited, ML=Maple Leaf, NR=Northeast Regional, PA=Pennsylvanian, PL=Palmetto, SM=Silver Meteor, SS=Silver Star, VT=Vermonter (note that not all trains of that designation necessarily stop at all marked stations)
• MARC: Served by MARC Penn Line trains.
• MBTA: Served by MBTA Providence/Stoughton Line, Franklin Line, Needham Line, and / or Framingham/Worcester Line trains.
• MNR: Served by MTA Metro-North Railroad New Haven Line, Danbury Branch, New Canaan Branch, and / or Waterbury Branch trains.
• NJT: Served by New Jersey Transit Atlantic City Express Service, Atlantic City Line, Montclair-Boonton Line, Morristown Line, Gladstone Branch, North Jersey Coast Line, and / or Northeast Corridor Line trains.
• LIRR: Served by Long Island Rail Road City Terminal Zone portion of Main Line trains to Penn Station.
• SEPTA: Served by SEPTA Regional Rail Airport Line, Wilmington/Newark Line, Media/Elwyn Line, Trenton Line, and / or Chestnut Hill West Line trains.
• SLE: Served by Shore Line East trains.

Gallery

• 

  An Acela Express trainset stops at Union Station in New Haven, Connecticut, USA.

• 

  Kingston, Rhode Island

Wikimedia Commons has media related to: Northeast Corridor

See also

• Amtrak's 25 Hz Traction Power System
• Amtrak's 60 Hz Traction Power System
• New Haven Line Metro North's Line which comprises part of the NEC
• High-speed rail in the United States
• Advanced Civil Speed Enforcement System (ACSES)
• Corridor (Via Rail)

References

Sources

da:Northeast Corridor

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