The Northeast Corridor (NEC) is most notably defined today by its railway electrification system and its primary mission of facilitating passenger rail service. Many portions of today's NEC were first created as portions of small independent railroad lines, much in the same manner as the growth of railroads throughout North America occurred. By the early 20th century, what is now the NEC was controlled and developed primarily by two large railroads, the New Haven, and the Pennsylvania.
New York Terminal electrification projects
The significant electrification projects of the steam railroads in the area which is now the NEC began with the major terminals in the busy New York City area. The Grand Central Terminal project of the New York Central Railroad (NYC) was the earlier, followed by Pennsylvania Station of its arch rival, the Pennsylvania Railroad. Both terminal electrification projects were very successful. Soon, expansions of electrified territory spread outward from these major projects.
NEC northern section: New York to Boston
The expansion of New York Central's electrified territory went north and west up the Hudson River Valley, an area which is still served by electrification in modern times, but is not part of today's NEC. However, Grand Central Terminal was also served by the New York, New Haven & Hartford Railroad (more often called simply the "New Haven").
The northern section of today's NEC was built by the New Haven to connect Grand Central Terminal in New York to Boston, Massachusetts. The entire main line from New York City to New Haven, Connecticut was being put under catenary by 1914. An electrification of the portion north of New Haven to Providence, Rhode Island and Boston, Massachusetts was also planned, but financial problems delayed the work for over 75 years, until modern times.
NEC southern section: New York to Washington DC
The Pennsylvania Railroad (PRR, often called simply "the Pennsy"), undertook a major electrification project beginning in 1928 to connect New York to Philadelphia. By 1931, the decision had been made to extend the electrification south to Washington, D.C.. The installation of the catenary and wires was completed all the way to Union Station in Washington D.C. in 1935, forming the southern section of today's NEC.
Penn Central and Amtrak: forming the NEC
The northern and southern sections were essentially joined at New York by the line of the New York Connecting Railroad through Queens and across the Hell Gate Bridge. They were operated almost entirely independently of each other until the merger of the PRR and the New Haven into Penn Central Transportation in 1968 and 1969 respectively, and the establishment of Amtrak in 1971.
Amtrak assumed ownership of most of the Northeast Corridor, which accounts for much of its ridership, from the bankrupt Penn Central in 1976. Amtrak's New York City passenger operations were moved from Grand Central Terminal and consolidated at Pennsylvania Station, which it owns.
Preparing for Acela Express
In preparation for the new higher-speed Acela Express trains, Amtrak substantially upgraded the portion of the Northeast Corridor north of New York Penn Station in the early 1990s. Grade crossings were eliminated, some bridges were rebuilt, and curves were modified. Beginning in 1996, the electrification was extended north along the 157-mile (253 km) section of track between New Haven, Connecticut and Boston, Massachusetts.
Predecessor NEC railroads
For a more detailed history of the Northeast Corridor, and the earlier railroads operating along it, see the following articles:
As of mid-December 2004, 55 round-trip Amtrak trains use the busiest part of the Corridor, between New York and Philadelphia, every weekday, with an extra one on Wednesday and Friday (Cardinal). 349 round trips use this part per week.
The following Amtrak lines run along the Northeast Corridor:
Many other bus and rail commuter services interchange passengers with Amtrak and these commuter agencies at stations along the Northeast Corridor.
Grade crossings
Due to the high-speed nature of Acela Express service, which uses the whole line, grade crossings are highly discouraged, and most have been eliminated. The remaining ones use preventative measures such as four-quadrant gates, except in New London, Connecticut, whose three crossings are very close to the station.
The following 11 crossings remain, all in southeastern Connecticut:
