Keystone Corridor Upgrades..

This was PRR trackage from Philly to Harrisburg, pa. The prior signal system was the prr position light signals up to the current color position light signal replacements of today.

There are plans to add through-coaches/sleepers to the Pennsylvanian which would be left at Pittsburgh to be hitched onto the Capitol Ltd when it arrives a few hours later, and vice versa.

This depends on a few upgrades:

1: NS replacing the long-removed switch that connected one of the current stub-ended arrival tracks back to the mainline at the west end of the station.

2: A 480v line to provide HEP to the standing coaches during the layover.

3: Delivery of Viewliner II sleepers/diners to add onto the Pennsylvanian.

---PCJ

But wasn't it track warrant control...not CTC?  I recall on a 1990's Pentrex video it showed the dispatchers in Philly using block control for movements.

Was this of 1890's railroading????? 

Also, I can't believe there is not a long distance full service train that runs from NYC to Chicago using the Keystone Corridor.

Used to be. Was called the Broadway Limited.

Between Glen and Park interlockings, NS has trackage rights for the H4A local. Whenever we head to Coatesville (where we clear the main at W&N Jct.), we run under signal indication. But whenever heading east back to Abrams, we have to obtain a Form D from the tower operator at Thorn, since the westbound #4 track is under 251 rules (signals in 1 direction).

Some of the newer signal rules west of Coatesville do not require intermediate or distant signals, so there are just signaled interlockings (CPs) working with cab signal indications. I believe that is Amtrak's Rule 562...

The last train in this service for AMTRAK was the THREE RIVERS