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23.03.2016
When checked, Shutterstock's safe search screens restricted content and excludes it from your search results. The New York Railway Map illustrates the 4,796 miles of railway routes, as surveyed in the year 2000.
The railroad history of New York dates back to 1831 when the Mohawk and Hudson service providers came into existence, connecting Schenectady and Albany. The Newark Airport Train Station, Penn Station, and Central Station are the three major junctions of New York state. The '''Northeast Corridor''' ('''NEC''') is an electrified railway line+ in the Northeast megalopolis+ of the United States.
The corridor is used by many Amtrak trains, including the high-speed ''Acela Express+'', intercity trains, and several long-distance trains. 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.
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+.
At the same time, the PRR was building its Pennsylvania Station+ and electrified approaches, which were served by the PRR's lines in New Jersey+ and the Long Island Rail Road+ (LIRR). 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+. 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 United States entered World War I+. 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.
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. 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. In February 1968, PRR merged with its former rival New York Central Railroad+ to form the Penn Central+ (PC).
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 for cross-platform transfers to the Metroliners.
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. 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. A project for electrification between New Haven and Boston was included in the 1976 Railroad Revitalization and Regulatory Reform Act+U.S. All grade crossings+ on the line have been eliminated between New York and Washington since the mid-1980s. In the 1990s, Amtrak upgraded the NEC north of New York to ready it for the higher-speed Acela Express+ trains. In 1996, Amtrak began installing electrification gear along the of track between New Haven and Boston.
In 2005, there was talk in Congress of splitting the Northeast Corridor, which was opposed by then acting Amtrak president David Gunn+. This was the deadliest crash on the Northeast Corridor since 16 died when Amtrak's Washington-to-Boston ''Colonial'' (TR#94) rear-ended+ three stationary Conrail+ locomotives at Gunpow Interlocking near Baltimore on January 4, 1987. At just over Most electrified railways in the country are for rapid transit or commuter rail use; the Keystone Corridor+ is the only other electrified intercity mainline.
In addition to catenary, the East River Tunnels+ have 750 V 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.


In September 2013, one of two feeder lines supplying power to the New Haven Line+ failed, while the other feeder was disabled for service.
There are 109 active stations on the Northeast Corridor; all but three (Kingston+, Westerly+, and Mystic+) see commuter service, and 30 are used by Amtrak as well. The following is a list of active Amtrak and commuter rail stations, plus two interlockings where milepost numbering is reset.
However Compare Infobase Limited,its directors and employees do not own any responsibility for the correctness or authenticity of the same. The railway network of New York connects cities and towns such as Albany, Plattsburgh, Buffalo, Syracuse, Wellsville, and Peekskill. The railways archive states that New York Central joined two prime locations, New York and Chicago, in 1867 and 1873. Amtrak is one of the prime railway service providers which offers passenger trains to various parts of New York. 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+. The route was later consolidated under two railroads: the New York, New Haven and Hartford Railroad+ (NYNH&H) between Boston and New York, and the Pennsylvania Railroad+ (PRR) between New York and Washington. 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+.
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.
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. Electric service began in September 1915, with multiple unit+ trains west to Paoli+ on the PRR Main Line (now the Keystone Corridor+). 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.
Between 1998 and 2003, this system was overlaid with an Alstom+ Advanced Civil Speed Enforcement System (ACSES)+, using track-mounted transponders similar to the Balise+s of the modern European Train Control System+. 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.
As well, various state governments took control of portions of the NEC for their 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. Amtrak still 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+, which has hindered the establishment of high-speed service.
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. Dubbed the Northeast High Speed Rail Improvement Program (NHRIP), the effort eliminated grade crossings+, rebuilt some bridges, and modified some curves. 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+. 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.
Frankford Junction curve was the site of a previous fatal accident+ on September 6, 1943 when an extra section of the PRR's+ Washington to New York ''Congressional Limited'' derailed there killing 79 and injuring 117 of the 541 on board. Amtrak owns the track between Washington and New Rochelle+, New York+, a northern suburb of New York City.
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. The lack of electrical power disrupted trains on Amtrak and Metro-North Railroad+, which share the segment in New York State. Amtrak owns Pennsylvania Station+ in New York, 30th Street Station+ in Philadelphia, Pennsylvania Station+ in Baltimore, and Union Station+ in Washington.


Long Island Railroad and New Jersey Transit Railroad provide passenger lines on a regular basis from the Penn Station of New York. The NEC closely parallels Interstate 95+ for most of its length, and is the busiest passenger rail line in the United States by ridership and service frequency as of 2013. Amtrak can operate intercity ''Northeast Regional+'' and ''Keystone Service+'' trains at up to , as well as North America's only high-speed train+, the ''Acela Express'', which runs up to on several sections in Massachusetts and Rhode Island. Electric locomotive+s began serving Grand Central on February 13, 1907, and all NYC passenger service into Grand Central was electrified on July 1. 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. Electric service to Chestnut Hill+ (now the Chestnut Hill West Line+), including a stretch of the NEC, began March 30, 1918.
Trains to Washington began running under electricity to Wilmington on February 12, with the engine change moved from Manhattan Transfer to Wilmington. The ACSES will enable Amtrak to implement positive train control+ to comply with the Rail Safety Improvement Act of 2008+. It allowed more trains to run faster and closer together, and set the stage for later high-speed+ operation. Concrete railroad tie+s replaced wood ties, and heavier continuous welded rail (CWR)+ was laid down.
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.
These problems have decreased in recent years after tracks and power systems were repaired and improved. 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. NH electrification began on July 24 to New Rochelle+, August 5 to Port Chester+ and October 6, 1907 the rest of the way to Stamford. Local electric service to Wilmington, Delaware+, on the NEC began September 30, 1928, and to Trenton, New Jersey+, on June 29, 1930.
The same was done on April 9 for trains running west from Philadelphia, with the change point moved to Paoli.
The same month, the New York State Metropolitan Transportation Authority bought and Connecticut leased from Penn Central their sections of the New Haven Line+, between Woodlawn, Bronx+, New York and New Haven, Connecticut+.
NECIP also introduced the AEM-7+ locomotive, which lowered travel times between cities and became the most successful engine on the Corridor. Amtrak owns the tracks north of New Haven to the border between Rhode Island and Massachusetts. Under Amtrak's $151 billion Northeast Corridor plan, which hopes to roughly halve travel times by 2040, trips between New York and Washington would take 94 minutes.
Steam trains last operated into Grand Central on June 30, 1908, after which all NH passenger trains into Manhattan were electrified. 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.USDOT.
The final segment from the border north to Boston is owned by the Commonwealth of Massachusetts.
In June 1914, the NH electrification was extended to New Haven+, which was the terminus of electrified service for over 80 years.



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