30th Street Station
30th Street Station is an intermodal transit station in Philadelphia, Pennsylvania. It is Philadelphia's main railroad station, is a major stop on Amtrak's Northeast and Keystone corridors, it doubles as a major commuter rail station. It is served by several SEPTA city and suburban buses, as well as buses operated by NJ Transit and intercity operators, it is the tenth-busiest train station in the United States. The station is located at 2955 Market Street, it is located in Philadelphia's University City neighborhood, just across the Schuylkill River from Center City. The building, which first opened in 1933, is listed on the National Register of Historic Places. Amtrak's code for the station is PHL, its IATA Airport Code is ZFV on United because Amtrak's service to Newark Liberty International Airport is codeshared with United Airlines. 30th Street Station is Amtrak's third-busiest station, by far the busiest of the 24 stations served in Pennsylvania, serving 4,411,662 passengers in fiscal year 2017.
On an average day in fiscal 2013, about 12,000 people boarded or left trains in Philadelphia, nearly twice as many as in the rest of the Pennsylvania stations combined. The Pennsylvania Railroad, headquartered in Philadelphia, acquired tunnel rights from the Schuylkill River to 15th Street from the city of Philadelphia in return for land that the city needed to construct the Benjamin Franklin Parkway; this allowed the company to build both Suburban Station and the 30th Street Station, which replaced Broad Street station as the latter was too small. Broad Street Station was a stub-end terminal in Center City and through trains had to back in and out, the company wanted a location which would accommodate trains between New York City and Washington. D. C. Broad St. station handled a large commuter operation, which the new underground Suburban Station was built to handle. The Chicago architectural firm of Graham, Anderson and White, the successor to D. H. Burnham & Company, designed the structure known as Pennsylvania Station–30th Street in accord with the naming style of other Pennsylvania Stations.
Its design was influenced by the Northeast Corridor electrification that allowed trains to pass beneath the station without exposing passengers to soot as steam engines of earlier times had. The station had a number of innovative features, including a pneumatic tube system, an electronic intercom, a reinforced roof with space for small aircraft to land, contained a mortuary, a chapel and more than 3,000 square feet of hospital space. Construction began in 1927 and the station opened in 1933, starting with two platform tracks; the vast waiting room is faced with travertine and the coffered ceiling is painted gold and cream. The building's exterior has columned porte-cocheres on the west and east facade, shows a balance between classical and modern architectural styles.30th Street Station had a Solari board dating back to the 1970s that displayed train departure times, the last such board at an Amtrak station as all the others had been replaced with digital boards. On November 30, 2018, Amtrak announced that the Solari board at 30th Street Station will be replaced with a digital board in January 2019.
Upon retirement, the Solari board will be relocated to the Railroad Museum of Pennsylvania in Strasburg. However, on December 11, 2018, Amtrak announced it will reconsider its decision to replace the Solari board after Congressman Brendan Boyle contacted Amtrak CEO Richard H. Anderson and urged for the Solari board to remain at the station. Amtrak says; the sign will be temporarily housed at the Railroad Museum of Pennsylvania until the 30th Street Station renovations are complete. Amtrak removed the Solari board from 30th Street Station on January 26, 2019. On February 28, 2019, the new digital board at 30th Street Station began operation. In 2005, Philadelphia-based Pew Charitable Trust asked Amtrak to change the name of 30th Street Station to "Ben Franklin Station" as part of the celebration of Ben Franklin's 300th birthday in January 2006; the cost of replacing signs at the station was estimated at $3 million. In January, Philadelphia Mayor John Street threw his support behind the name change, but others had mixed reactions to the proposal.
Pennsylvania Governor Ed Rendell, a former mayor of Philadelphia, was lukewarm, while Amtrak officials worried that a "Ben" station could be confused with its other three "Penn" stations. On January 25, 2006, Pew abandoned the campaign. In August 2014, a federal law was passed that will change the name of the station to William H. Gray III 30th Street Station in honor of the late congressman. At the time, the change was scheduled to occur "in the next few months"; the building is owned by Amtrak and houses many Amtrak corporate offices, although Amtrak is headquartered at Union Station in Washington, D. C; the 562,000 ft² facility features a cavernous main passenger concourse with ornate Art Deco decor. Prominently displayed is the Pennsylvania Railroad World War II Memorial, which honors Pennsylvania Railroad employees killed in World War II, it consists of a bronze statue of the archangel Michael lifting the body of a dead soldier out of the flames of war, was sculpted by Walker Hancock in 1950.
On the four sides of the base of that sculpture are the 1,307 names of those employees in alphabetical order. The building was restored in 1991 by Dan Peter Kopple & Associates; when the station was renovated, updated retail amen
The Manayunk/Norristown Line is a commuter rail line in Southeastern Pennsylvania, one of the 13 lines in SEPTA's Regional Rail network. The route originates from the Center City Rail tunnel, the two-track line splits off from the "SEPTA Main Line" north of North Broad Station, it goes through Philadelphia's East Falls and Manayunk neighborhoods and Conshohocken, Pennsylvania before reaching Norristown. At Norristown Transportation Center, commuters can transfer to regular SEPTA surface buses or the SEPTA Norristown High Speed Line to 69th Street Terminal. From Norristown Transportation Center, the electrified line follows the single track Stony Creek branch to terminate at Elm Street, while the double tracked main line continues to Reading; the Reading main west of Norristown carries no passenger service, is owned and operated by the Norfolk Southern Railway as its Harrisburg Line. As of 2018, most weekday Manayunk/Norristown Line trains terminate at 30th Street Station or continue to various destinations such as Elwyn on the Media/Elwyn Line and Marcus Hook or Wilmington on the Wilmington/Newark Line.
Most weekend Manayunk/Norristown Line trains continue to Marcus Hook or Wilmington on the Wilmington/Newark Line. The Manayunk/Norristown Line was the Reading Company's Norristown Branch from Philadelphia to Reading, Pennsylvania. Electrified service to Norristown and Chestnut Hill East began on February 5, 1933. Steam -operated intercity services continued to operate beyond Norristown. By the 1960s Budd Rail Diesel Cars handled most of the Reading's diesel services, although the Reading's EMD FP7 locomotives, displaced from the Crusader, saw regular use on the Philadelphia–Reading run. SEPTA discontinued services beyond Norristown on July 26, 1981. Between 1984–2010 the route was designated R6 Norristown as part of SEPTA's diametrical reorganization of its lines. Manayunk/Norristown Line trains operated through the city center to the Ivy Ridge Line on the ex-Pennsylvania side of the system; the R-number naming system was dropped on July 25, 2010. Like the Cynwyd Line, the Manayunk/Norristown Line was slated to become part of the planned new Schuylkill Valley Metro, but was to serve the King of Prussia mall complex and the former Pennsylvania Railroad's Trenton Cut-Off line to Frazer, Pennsylvania.
This was referred to by planners as the "Cross-County Segment." An extension of the Manayunk/Norristown Line, called the Norristown Extension, to Wyomissing was proposed, with funding to come through new tolls on U. S. Route 422. Early in 2013, SEPTA began to undertake major operational improvements and physical rehabilitation on the Manayunk/Norristown Line. Central to this project is the replacement of the 80-year-old wayside automatic block signal system with one that displays only in the operating cab, operates in both directions on both tracks, thereby allowing greater operational flexibility. Two new remotely controlled interlockings are being constructed to facilitate bidirectional operation, one at Miquon, the other in Norristown between the main station and the Ford Street crossing. An electrified storage track is being constructed at Miquon to allow for temporary turnback of trains at that station, as the line is periodically subjected to flooding from the Schuylkill River around Spring Mill and Conshohocken.
Ongoing replacement of the line's overhead catenary, most of, 80 years old, will continue along with the signal replacement. Occurring in conjunction with these projects are the replacement of crossties, renewal of grade crossing surfaces, trimming of brush and trees alongside the right-of-way; the entire program is scheduled for completion in fall 2015, tying in with the FRA-mandated nationwide implementation of Positive Train Control on American railroads by the end of 2015. SEPTA activated PTC on the Manayunk/Norristown Line on August 15, 2016; as of mid-2018, the borough of Phoenixville is studying the restoration of SEPTA train service by extending the Manayunk/Norristown Line using old Reading Line track past Norristown used for freight trains by Norfolk Southern. In 2018, a panel led by the Greater Reading Chamber Alliance pushed for an extension of the Manayunk/Norristown Line to Reading, with service terminating either at the Franklin Street Station in Reading or in Wyomissing; the proposed extension would utilize existing Norfolk Southern freight railroad tracks.
Before service can be implemented, a study would need to take place. The Manayunk/Norristown Line makes the following station stops after leaving the Center City Commuter Connection. Prior to July 26, 1981, RDC diesel trains operated north of Norristown to Pottsville; until 2011, SEPTA had considering restoring service as far as Reading as part of the Schuylkill Valley Metro project. These plans are on hold; the following is a list of stations served by SEPTA. Between FY 2008–FY 2014 yearly ridership on the Manayunk/Norristown Line has ranged between 2.9 million–3.1 million. "SEPTA – Manayunk/Norristown line schedule"
Fern Rock Transportation Center
The Fern Rock Transportation Center is a SEPTA rail and bus station located at 10th Street and Nedro Avenue in the Fern Rock neighborhood of Philadelphia, Pennsylvania. Fern Rock serves as the northern terminus and yard for SEPTA's Broad Street Line, as well as a stop for the Lansdale/Doylestown and West Trenton SEPTA Regional Rail Lines. Four bus routes serve the station. Fern Rock Transportation Center serves as the western terminus for the 70 bus routes. Fern Rock is the northernmost terminus for the 4 and 57 bus routes. Fern Rock Transportation Center opened in 1956, when the Broad Street Line was extended north from the original northern terminus at Olney Terminal by the Philadelphia Transportation Company and the City of Philadelphia. Fern Rock Transportation Center hosts the yard and maintenance facilities for the Broad Street Line, is the only above ground station on this line. All local and express trains on the Broad Street Line terminate at Fern Rock. All the Special Sport Express trains that run to the Sports Complex at NRG station originate at Fern Rock.
Broad-Ridge Spur trains serve Fern Rock only during non-peak hours and on Saturdays. Fern Rock Transportation Center serves the Warminster Line, West Trenton Line, the Lansdale/Doylestown Line. In FY 2015, there was a weekday average of 792 alightings; the current SEPTA Regional Rail station at Fern Rock Transportation Center, located along the SEPTA Main Line, was built in March 1992 to accommodate Regional Rail commuters displaced during SEPTA's 1992/1993 Railworks reconstruction project. The new station replaced former Reading Railroad stations Fern Rock and Tabor located north and south of the new station, it has high-level platforms and is handicap-accessible, being directly connected to the subway station by a ramp from the subway platform. While passengers can transfer between the Broad Street Line and the Regional Rail Lines at Fern Rock, such a transfer requires payment of a separate fare of the subway and regional rail, unless the rider possesses a SEPTA Trailpass, which can be used for travel on both subway and regional rail.
A non-revenue track connection exists here between the SEPTA Regional Rail Lines and SEPTA's Broad Street Line. SEPTA – Fern Rock Transportation Center Regional Rail Broad Street Line Nedro Avenue entrance from Google Maps Street View
The Paoli/Thorndale Line known as the R5, is a SEPTA Regional Rail service running from Center City Philadelphia to Thorndale in Chester County on Amtrak's Philadelphia to Harrisburg Main Line, part of the Keystone Corridor which in turn was once the Main Line of the Pennsylvania Railroad. This branch makes local stops between Thorndale and Center City, Philadelphia along Amtrak's Philadelphia to Harrisburg Main Line, an electrified 104-mile two to four-track high-speed route between Harrisburg Transportation Center in Harrisburg and 30th Street Station in Philadelphia; the line was part of Pennsylvania's "Main Line of Public Works", a series of canals and railroads to connect Philadelphia with Harrisburg and points west built between 1826 and 1834 by the Commonwealth of Pennsylvania. The tracks subsequently became part of the Main Line of the Pennsylvania Railroad before becoming Amtrak's Keystone Corridor; the "Main Line" refers to the affluent Philadelphia suburbs along the line of the same name.
Prior to the late-1980s, all commuter rail operations went from Suburban Station to Paoli, the westernmost census designated place along the Main Line. Because of this earlier operation, local residents called the R5 "the Paoli Local". All Paoli turn-around trains, which operate alternately on Saturdays and on Sundays, now use the nearby Malvern train station as its last stop, uses the Frazer train yard as a turn-around location. Prior to November 10, 1996 the service went as far west as Parkesburg, but service was truncated to Downingtown because Amtrak lacked facilities to turn SEPTA trains around, trains were forced to deadhead out to Lancaster. Service was extended from Downingtown to a new station in Thorndale on November 22, 1999. A recent proposal to extend the Paoli/Thorndale Line service further west from its terminus at Thorndale to Lancaster has been discussed by regional planning organizations, government officials, members supporting the Capital Red Rose Corridor, which will provide commuter rail along the Philadelphia to Harrisburg Main Line between Lancaster and Harrisburg.
Proponents of the Paoli/Thorndale Line extension to Lancaster, support that by allowing SEPTA and Capital Area Transit to operate commuter rail serving smaller stations along the Keystone Corridor, it will allow for fewer stops and increased speeds for Amtrak's Keystone and Pennsylvanian trains between Philadelphia's 30th Street Station and the Harrisburg Transportation Center in downtown Harrisburg. It is suggested by community leaders and transportation officials that the addition of commuter rail serving portions of Lancaster and Dauphin counties will help to alleviate future traffic congestion stemming from increased development along the same corridor; the entire main line between Thorndale and Harrisburg is electrified. SEPTA announced on March 7, 2019 that service would be extended back to Coatesville "in the near future." A new Coatesville station is planned to be constructed by the Pennsylvania Department of Transportation at 3rd Avenue and Fleetwood Street near the existing Amtrak station.
The station is in the design phase and once construction begins, it will take three years to complete and bring SEPTA service to Coatesville. In announcing the return of service to Coatesville, Chester County commissioner Terrence Farrell announced $1 million in funding to kick-start a parking garage to coincide with SEPTA's return to the station via the Paoli/Thorndale Line. Electrified service between Philadelphia and Paoli was opened on September 11, 1915; as the first of the local commuter and long-distance line to be electrified, the line was used as an "experiment" for powering trains using AC overhead catenary wires. The previous commuter line to be electrified was the Long Island Rail Road in New York City, but this line used the DC third rail similar in nature to the New York City Subway system and most other heavy-rail interurbans. Between 1915 and the 1960s, the former Pennsylvania Railroad used the MP-54 electric multiple-unit railcars, which were brick red in color and had characteristic "owl eye" round windows at car ends.
The MP-54s were replaced in the 1960s and 1970s with the Silverliner EMU cars, which are still in use today. More SEPTA acquired push-pull coaches from the Bombardier corporation, which were hauled by AEM-7 electric locomotives similar to those used by Amtrak and New Jersey Transit; the AEM-7 locomotives were replaced with ACS-64 electric locomotives in 2018. Between 1984 and 2010 the route was designated R5 Paoli and R5 Thorndale as part of SEPTA's diametrical reorganization of its lines. Paoli trains operated through the city center to the Lansdale/Doylestown Line on the ex-Reading side of the system; the R-number naming system was dropped on July 25, 2010. As of 2018, most Paoli/Thorndale Line trains continue through Center City to points along the Lansdale/Doylestown Line; as a part of the Keystone Corridor upgrade projects conducted by Amtrak and PennDOT, the line was upgraded in 2007 with new concrete ties, continuous welded rails, overhead lines and substations. This upgrade allows SEPTA and Amtrak to operate multiple trains at the same time in the same manner as that found on the Northeast Corridor.
SEPTA activated positive train control on the Paoli/Thorndale Line on May 1, 2017. The Paoli/Thorndale Line includes the following stations west of the Center City Commuter Connection; the Paoli/Thorndale Line has the highest total ridership on the system. Between FY
Fox Chase Line
The Fox Chase Line is a route of the SEPTA Regional Rail system. The Fox Chase Line branches from the SEPTA Main Line at Newtown Junction, north of the Wayne Junction station, it runs within the city of Philadelphia. Under the Reading Company service continued north to Newtown, but this ended in January 1983. Various proposals to resume this service have failed; the line within Montgomery County was converted into a rail trail in 2008 and 2014 ending any chance of resumed passenger service for the foreseeable future. The Fox Chase Line branches from the SEPTA Main Line at Newtown Junction, north of the Wayne Junction station, it runs within the city of Philadelphia. The line beyond Newtown Junction was opened February 2, 1878, to Newtown as the Philadelphia and New York Railroad; the line was built by the Pennsylvania Railroad to block the building of the parallel National Railway. After that failed, it was taken over by the North Pennsylvania Railroad on November 22, 1879. By the Philadelphia and Reading Railway the Reading Company, had leased the North Pennsylvania Railroad.
In 1976 the Reading was merged into Conrail, in 1983 SEPTA took over commuter rail operations. Between 1984 and 2010 the route was designated R8 Fox Chase as part of SEPTA's diametrical reorganization of its lines. Fox Chase trains operated through the city center to the Chestnut Hill West Line. Plans had called for the Fox Chase Line to be paired with a Bryn Mawr local and designated R4, but this depended on a never-built connection from the Chestnut Hill West Line to the ex-Reading near Wayne Junction; as of 2018, most Fox Chase Line trains continue through Center City to the Chestnut Hill West Line. SEPTA activated positive train control on the Fox Chase Line on May 23, 2016. Under the Reading Company Budd Rail Diesel Cars operated through from the Reading Terminal in downtown Philadelphia to Newtown; the Reading extended electrification to Fox Chase in 1966. SEPTA suspended these shuttles on July 1, 1981, as part of a systemwide discontinuation of non-electrified service; the shuttles returned on October 5 as the Fox Chase Rapid Transit Line.
The operation of the line was troubled: the RDCs were in poor mechanical condition, SEPTA's decision to use transit division employees from the Broad Street Subway caused labor issues, ridership was low. SEPTA suspended service again on January 18, 1983. Since 1983, there has been interest from Bucks County passengers in resuming service to Newtown. In anticipation of a possible resumption, SEPTA performed extensive track upgrades in 1984. Street crossings in Newtown and Southampton received brand new welded rail, which were secured using sturdy Pandrol clips vs. traditional rail spikes. Though not promoted, this work was done in order to comply with a federal grant. By March 1985, SEPTA gave into political pressure and made a concerted effort to integrate the non-electrified Fox Chase-Newtown line into the rest of its all-electrified commuter system. A $10 million plan to restore service to Newtown and Pottstown using British Rail-Leyland diesel railbuses was considered, with a test run reaching Newtown on September 3.
Though the trial runs were successful, ride quality was lackluster. Burdened with ongoing budgetary problems, SEPTA decided against the purchase of the railbuses. In March 1987, SEPTA received several bids from private operators interested in running diesel-hauled trains to Newtown; the operators suggested using non-union workers. In addition, funding for these operations was questionable, the SEPTA board rejected all offers. Beginning in 2009, portions on the line within Montgomery County have been converted into a rail trail. By 2015, the Pennypack Trail extended 5.4 miles along the former line between Rockledge and Byberry Road near Bryn Athyn. Future plans call for the Pennypack Trail to be extended north to County Line Road. Additional trackage was in Upper Southampton was dismantled in October 2018, though several townships along the line are still hoping for resumption of rail service to alleviate traffic congestion on local roads and highways. Fox Chase trains make. Stations indicated in gray background are closed.
Although SEPTA suspended service to all stations north of Fox Chase in 1983 and has since converted most of the northern portion of the line to a rail trail, it continues to list those stations in its public tariff. Yearly ridership on the Fox Chase Line between FY 2008–FY 2014 has remained steady around 1.4 million: Schwieterman, Joseph P.. When the Railroad Leaves Town: American Communities in the Age of Rail Line Abandonment, Eastern United States. Kirksville, Missouri: Truman State University Press. ISBN 978-0-943549-97-2. Vuchic, Vukan. General Operations Plan for the SEPTA Regional High Speed System. Philadelphia: SEPTA. Williams, Gerry. Trains, Trolleys & Transit: A Guide to Philadelphia Area Rail Transit. Piscataway, NJ: Railpace Company. ISBN 978-0-9621541-7-1. OCLC 43543368. Woodland, Dale W.. Reading in the Conrail Era. 2. Telford, PA: Silver Brook Junction. ISBN 978-0-9640425-9-9. Woodland, Dale W.. "SEPTA's Diesels". Railpace Newsmagazine. "SEPTA – Fox Chase Line schedule". Reading Company Routes and Mileages Newtown Branch restoration website
U.S. Route 30 in Pennsylvania
In the U. S. state of Pennsylvania, U. S. Route 30 runs east–west across the southern part of the state, passing through Pittsburgh and Philadelphia on its way from the West Virginia state line east to the Benjamin Franklin Bridge over the Delaware River into New Jersey. In Pennsylvania, US 30 runs along or near the transcontinental Lincoln Highway, which ran from San Francisco, California to New York City before the U. S. Routes were designated. Popular places along the route include the Gettysburg Battlefield, Dutch Wonderland, the Flight 93 National Memorial, Fort Ligonier, Westmoreland Mall, Jennerstown Speedway and Soak Zone, Independence Mall of Independence National Historical Park. US 30 presently crosses from West Virginia into Pennsylvania near West Virginia, it is a surface road from West Virginia to the U. S. Route 22 junction southeast of Imperial. There it joins the US 22 freeway, US 22/30 joins the Penn-Lincoln Parkway West into downtown Pittsburgh. US 30 passes through Pittsburgh on the Penn-Lincoln Parkway, crossing the Monongahela River on the Fort Pitt Bridge.
This freeway was built from 1953 to 1962 as a bypass for both the Lincoln Highway and the William Penn Highway. Besides US 30, it carries US 22 and Interstate 376. At a point beyond the Squirrel Hill Tunnel, at the southern end of PA Route 8, US 30 leaves the Parkway. Much of this section of U. S. 30 has been supplanted by the Pennsylvania Turnpike. From the Pittsburgh area, US 30 heads east through Greensburg, where it intersects U. S. Route 119, it heads into Somerset County, where it meets U. S. Route 219 east of Jennerstown. On September 11, 2001, United Airlines Flight 93 crashed in an empty field two miles south of U. S. 30, in Stonycreek Township in Somerset County. The heroism of the passengers and crew thwarted the hijackers' plan to crash into either the US Capitol Building or the White House in Washington D. C.. The entrance to the permanent Flight 93 National Memorial is along U. S. 30. The route continues east into Bedford County, where it heads toward Bedford, the site of the route's intersection with U.
S. Route 220 a short distance south of the southern beginning of Interstate 99 at the Pennsylvania Turnpike interchange. Past Bedford, the route is four-laned and follows the Pennsylvania Turnpike, passing through Everett, it passes through the town of Breezewood, where Interstate 70 traffic must still use a short non-interstate section of U. S. 30 to go between the I-70 going to Maryland. The route narrows back to two lanes climbs through the Allegheny Mountains as it passes through Fulton County, intersecting U. S. Route 522 in McConnellsburg, it enters the scenic Cumberland Valley in Franklin County, where it passes through Chambersburg, crossing U. S. Route 11 and Interstate 81; the highway crosses the South Mountain range through the Cashtown Gap and enters Adams County. West of Gettysburg, U. S. 30 follows much of the path of the old Chambersburg Turnpike, a route used by much of Robert E. Lee's Army of Northern Virginia during the Gettysburg Campaign; the route serves as the main east–west artery through Gettysburg, traversing the northwestern portion of the Gettysburg Battlefield and intersecting U.
S. Route 15. Past Gettysburg, Route 30 travels through New Oxford before entering York County. Just west of York, Route 30 branches off Lincoln Highway to bypass the downtown parts of the cities of York and Lancaster. Several modifications to improve flow have been made in York but the route is still congested due to a series of traffic signals, it becomes freeway again, crosses the Susquehanna River on the Wright's Ferry Bridge into Lancaster County. Along the north side of Lancaster, US 30 intersects the eastern terminus of Pennsylvania Route 283, which heads to Harrisburg, shares a brief concurrency with U. S. Route 222. From 1997 to 2004 significant work was completed to the bypass around Lancaster. Just east of Lancaster, the freeway ends at the eastern end of PA 462. S. 30 continues on its way toward Philadelphia. U. S. 30 follows the route of the Philadelphia and Lancaster Turnpike, the first long-distance, paved road built in the United States, between Lancaster and Philadelphia. Between the east end of the bypass around York and Lancaster and the west end of the Coatesville Bypass in Chester County, there is a large freeway gap between these two segments, congested.
PennDOT is under study to improve this last remaining section. This section passes through Pennsylvania Dutch Country and is lined with many Amish tourist attractions. Between Sadsbury Township and East Whiteland Township, US 30 follows the limited-access Coatesville Bypass with U. S. Route 30 Business running along the former alignment through Coatesville and Exton. Along the bypass, US 30 intersects U. S. Route 322 near Downingtown. At the east end of the bypass, it intersects U. S. Route heads east on Lancaster Avenue; the Exton Bypass portion of US 30 is designated the Exton Bypass Scenic Byway, a Pennsylvania Scenic Byway. It heads through the Main Line s
Amtrak's 195-mile Keystone Service provides frequent regional passenger train service between the Harrisburg Transportation Center in Harrisburg, Pennsylvania and 30th Street Station in Philadelphia, running along the Philadelphia to Harrisburg Main Line. Most trains continue along the Northeast Corridor to Pennsylvania Station in New York. Travel time between Harrisburg and New York is 3 hours and 30 minutes, including 1 hour and 45 minutes to travel between Harrisburg and Philadelphia. There are several express trains which cut both journey times by 15 minutes. A few portions of the route consist of high-speed rail, where it reaches its max speed of 125 mph, making it one of the three high-speed rail services operated by Amtrak, one of the four high-speed rail services in the United States, it is Amtrak's fifth-busiest route, the railroad's third-busiest in the NEC. In fiscal year 2016, the service carried 1.47 million passengers, an increase of 7.9% over FY2015. Total revenue in FY2016 was $41,123,787, an increase of 7.5% over FY2015.
The route is funded by PennDOT. The Keystone Service is the successor of numerous services running along the Philadelphia to Harrisburg Main Line dating from 1857, when the Pennsylvania Railroad bought the Philadelphia and Columbia Railroad, enabling service between Philadelphia and Harrisburg. By the time the PRR folded into Penn Central in 1968, it operated three types of service on the Main Line: commuter service between Paoli and Suburban Station via 30th Street Station, regional service between Harrisburg and Suburban Station via 30th Street Station, express intercity service like the Broadway Limited and Duquesne, which skipped 30th Street and used North Philadelphia station as their only Philadelphia stop; when the Metroliner high-speed program had begun two years earlier, the state had attempted to capitalize on the opportunity to purchase upgraded rolling stock for the 600-series trains. On August 30, 1966, Governor William Scranton of Pennsylvania announced plans to purchase 11 Metroliners for 80 mph service to replace the Silverliners used.
The cars were ordered through Philadelphia commuter agency SEPTA, as the state was not permitted to contract directly with the PRR. The state, SEPTA, PRR reached an agreement on November 3rd; the PRR soon withdrew after complaints from competing Red Arrow Lines and Capitol Trailways, the HUD grants were found not to be applicable to intercity service. In June 1968, an agreement was reached where the state Transportation Assistance Authority would pay $2 million and Penn Central would pay $2.5 million for the 11 Metroliners for Harrisburg service. On July 14, a 4-car train was tested on the line, with several demonstration runs for officials on August 21. On February 25, 1970, the cars intended for Harrisburg service completed their performance testing. Penn Central refused to accept the cars, citing numerous technical issues with the cars and their general unsuitability for the service, they had worse acceleration than the Silverliners in service, tended to overheat when making numerous spaced stops, had difficulty climbing the grade out of Suburban Station.
Additionally, the corridor lacked high-level platforms to use the cars, 15 substations would require expensive modifications. The 11 cars were unused for some time before Penn Central decided to lease the cars for use on the core New York–Washington service, they were moved back to the Budd plant for modifications in April. In July 1970, the state authorized $100,000 to upgrade existing Silverliners for the Harrisburg service instead; when Amtrak was created to take over intercity passenger rail service in 1971, there was substantial debate about whether some trains constituted intercity services or commuter services. Penn Central alleged that several of its regional services – the 600-series trains, connecting Lancaster–York buses and New York–Chatham service – were intercity services that could be discontinued since they were not included in Amtrak's initial system. On March 31, 1971, Penn Central filed with ICC to discontinue the 600-series trains at the conclusion of their contract with SEPTA on June 30.
The state filed suit against Penn Central on April 7 to stop the discontinuance. On April 23, Penn Central filed in District Court to discontinue the regional services. Five days the state and the UTU filed an opposing suit, calling the trains a commuter service. On April 30, Judge John P. Fullam ordered Penn Central to continue operating the trains and referred the case to the ICC; when Amtrak took over intercity service on May 1, 1971, the 600-series trains continued to be operated by Penn Central, though they were listed in Amtrak schedules. The city of Philadelphia and the state both preferred to have Penn Central rather than Amtrak operate the service, as Amtrak was exempt from state control. On June 21, the ICC ruled that the service was not intercity rail, as sought by the state and not by Penn Central. On August 3, Fullam ordered Penn Central to continue operating the regional services. On October 29, 1972, after further negotiations with Penn Central, Amtrak took over operation of the 600-series trains as Silverliner Service, named for the Silverliner cars used to run the trains.
Amtrak assumed formal respons