Keystone Service

The Keystone Service is the successor to numerous services running along the Philadelphia to Harrisburg Main Line dating back to 1857, when the Pennsylvania Railroad (PRR) bought the Philadelphia and Columbia Railroad, enabling service between Philadelphia and Harrisburg.{{citation needed|date=July 2024}}

By the time the PRR merged with Penn Central in 1968, it operated three types of service on the Main Line: commuter service between the suburb of {{amtk|Paoli}} and Suburban Station via 30th Street Station, regional service (trains numbered in the 600s) between Harrisburg and Suburban Station via 30th Street Station, and express intercity service like the Broadway Limited and Duquesne, which skipped 30th Street Station entirely and used North Philadelphia station as their only Philadelphia stop.{{Cite journal |last=Dawson |first=John A. |title=Rail Ridership, Service, and Markets in the Keystone Corridor |url=http://onlinepubs.trb.org/Onlinepubs/trr/1993/1381/1381-002.pdf |journal=Transportation Research Record |volume=19 |pages=12–19}}

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 capable of {{convert|80|mph|abbr=on}} service to replace the Silverliners then used. The cars were ordered through Philadelphia commuter agency SEPTA, as the state was not permitted to contract directly with the PRR.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1966 |url=http://www.prrths.com/newprr_files/Hagley/PRR1966.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} The state, SEPTA, and PRR reached an agreement on November 3; the state and SEPTA would each pay $2 million, funded mostly by mass transit grants from the newly formed Department of Housing and Urban Development (HUD), and the PRR would receive a free 15-year lease of the cars. The PRR soon withdrew after complaints from competing Red Arrow Lines and Capitol Trailways, and the HUD grants were later found to be inapplicable 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.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1968 |url=http://www.prrths.com/newprr_files/Hagley/PRR1968.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} 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 slower acceleration than the Silverliners already in service, tended to overheat when making numerous closely spaced stops, and had difficulty climbing the grade out of Suburban Station. Additionally, the corridor lacked high-level platforms to effectively use the cars, and 15 substations would require expensive modifications.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1970 |url=http://www.prrths.com/newprr_files/Hagley/PRR1970.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} The 11 cars were unused for some time before Penn Central ultimately 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 (to be either taken over by Amtrak or discontinued, relieving private companies like Penn Central of the financial burden) or commuter services (to be retained by the private companies unless discontinuance was approved by the ICC). Penn Central alleged that several of its regional services – the 600-series trains, connecting Lancaster–York buses, Clockers, and New York–Chatham service – were intercity services that could be discontinued since they were not included in Amtrak's initial system.{{citation needed|date=July 2024}}

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.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1971 |url=http://www.prrths.com/newprr_files/Hagley/PRR1971.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} 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 later, 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 ultimately 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.{{Cite book |url=http://www.timetables.org/browse/?group=19710501&item=0015 |title=National Schedules of Intercity Passenger Service |date=May 1, 1971 |publisher=National Railroad Passenger Corporation |page=13 |via=Museum of Railway Timetables}} 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.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1972 |url=http://www.prrths.com/newprr_files/Hagley/PRR1972.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}}{{Cite book |url=http://www.timetables.org/browse/?group=19721029&item=0044 |title=Nationwide Schedules of Intercity Passenger Service |date=October 29, 1972 |publisher=National Railroad Passenger Corporation |page=43 |via=Museum of Railway Timetables}} Amtrak assumed formal responsibility for the Silverliner Service and Clockers around April 1974.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1974 |url=http://www.prrths.com/newprr_files/Hagley/PRR1974.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} Penn Central (and later Conrail and finally SEPTA Regional Rail) continued to operate Paoli–Philadelphia commuter service. Amtrak took over ticketing for the Silverliner Service and Clockers from Penn Central on July 1, 1975. On October 26, 1975, SEPTA funded an increase from 9 to 11 daily round trips.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1975 |url=http://www.prrths.com/newprr_files/Hagley/PRR1975.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} Amtrak began including a listing of connecting trains to/from New York City in the November 1975 timetable.{{Cite book |url=http://www.timetables.org/browse/?group=19751130&item=0031 |title=All-America Schedules |date=November 30, 1975 |publisher=Amtrak |page=30 |via=Museum of Railway Tmetables}}

File:Keystone Service train at Downingtown station, September 20, 1985.jpg

In the late 1970s, NJDOT's new Arrow III railcars arrived several years ahead of the completion of electrification projects to allow their use in New Jersey commuter service. By this time, Amtrak was desperate for electric propulsion, as the aging GG1 locomotives were nearing the end of their usefulness, replacement E60 locomotives were proving unreliable, and new EMD AEM-7 locomotives were only just beginning to arrive. In April 1978, Amtrak leased 70 of NJDOT's Arrow II cars for use on the Clockers, Keystone Service, and the new Chesapeake.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1978 |url=http://www.prrths.com/newprr_files/Hagley/PRR1978.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} By January 1979, the Arrows were rotated between the Clockers and Silverliner Service. The Arrows had bathrooms and water fountains, making them more suitable for regional service than the Silverliners.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1979 |url=http://www.prrths.com/newprr_files/Hagley/PRR1979.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} In late 1980, under pressure from NJDOT, Amtrak returned all but 32 of the Arrows, which quickly created the need to find other rolling stock for the Silverliner Service. Despite being pronounced unsuitable for Harrisburg service a decade before, the Metroliners were the only easily available rolling stock, as they were being slowly retired from the eponymous service. A test run with Metroliners was made on January 20, 1981, and Metroliners were used in revenue service for two weeks in February. Metroliners were used on the New York – Harrisburg Valley Forge for a week in August, and a maintenance facility at Harrisburg opened on October 13, 1981.

As the new AEM-7 locomotives continued to arrive, Amtrak assigned them to haul crack Metroliner trains with Amfleet consists, and reassigned the less-reliable Metroliners for the secondary Philadelphia–Harrisburg service, dubbing them Capitoliners.{{Solomon-Amtrak|page=151}} On October 25, 1981, the service was rebranded as Keystone Service.{{Cite book |url=http://www.timetables.org/browse/?group=19811025&item=0023 |title=Amtrak National Train Timetables |date=October 25, 1981 |publisher=Amtrak |pages=22–23 |via=Museum of Railway Timetables}} All service was then operated by the Metroliners, which lacked the quick acceleration of the Silverliners or Arrows, making them unsuitable for the service. After a single Metroliner set was withdrawn from Clocker service in March 1982, the Keystone Service was the only remaining use of the Metroliners.{{Cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT: 1980–1989 |url=http://www.prrths.com/newprr_files/Hagley/PRR1980.pdf |publisher=Pennsylvania Railroad Technical & Historical Society}} On April 24, 1983, a pair of weekday trains – the 9:54{{nbsp}}am arrival and 3:55{{nbsp}}pm departure from Suburban Station – were renamed Keystone Executive. Intended to attract riders from the western end of the corridor, the trains made intermediate stops only at Lancaster, Downingtown, and 30th Street, with a 99-minute schedule.{{Cite book |url=http://www.timetables.org/browse/?group=19830424&item=0023 |title=National Train Timetables |date=April 24, 1983 |publisher=Amtrak |page=22 |via=Museum of Railway Timetables}}

The first westbound train of the morning made numerous local stops for commuters to Harrisburg, including some at stations not served by any other Amtrak train. This was first shown in the April 29, 1973, schedule.{{Cite book |url=http://www.timetables.org/browse/?group=19730429&item=0029 |title=All-America Schedules |date=April 29, 1973 |publisher=Amtrak |page=28 |via=Museum of Railway Timetables}} These one-off stops were gradually dropped: Merion in 1979; 52nd Street and Berwyn in 1980; Radnor and Narberth in 1982; and Bryn Mawr, Overbrook, and Wayne in 1987.{{fact|date=July 2018}} Amtrak and SEPTA opened a station in {{amtk|Exton}} on November 2, 1981, to serve fast-growing suburban areas.

File:Keystone Service train laying over at Harrisburg, April 2002.jpg

The Silverliner Service carried over one million passengers in 1980, but ridership was in steep decline due to a variety of factors. On October 30, 1983, Amtrak reduced the service from 11 to 9 weekday round trips, prompting an 8% drop in ridership.{{Cite web |date=January 1992 |title=PHILADELPHIA – HARRISBURG RAIL STUDY: Executive Summary |url=http://www.dvrpc.org/reports/91042.pdf |publisher=Delaware Valley Regional Planning Commission}} A decrease to 6 weekday round trips on January 12, 1986, and 5 round trips on April 27, cut ridership by an additional 45%. The cuts included the termination of the Keystone Executive. Despite the loss of service, fares doubled from 1980 to 1987. The single SEPTA round trip past Paoli to {{amtk|Downingtown}} was cut in 1983, but two round trips were restored in March 1985, with additional midday and weekend service added in 1988. Service was further extended to {{amtk|Parkesburg}} in 1990, with lower fares than Amtrak. By 1990, SEPTA carried 595,000 passengers west of Paoli, twice that of Amtrak's ridership on the entire Keystone Service.

The Metroliner cars, worn out from nearly two decades of heavy use, began to fail frequently. In April 1985, Amtrak began studying the possibility of removing electrification west of Paoli. On-time performance decreased from around 85% in 1985 to below 60% in early 1988. On January 25, 1988, Amtrak began towing the Metroliner cars with AEM-7 locomotives rather than running them under their own power, although the cars had their pantographs up to power lighting and heating systems. A wreck of the Night Owl four days later took two AEM-7 locomotives out of commission, exacerbating a shortage of electric power available to Amtrak.{{Cite web |date=January 6, 1989 |title=Collision of Amtrak Train 66, The Night Owl with On-track Maintenance- of-way Equipment |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR8901.pdf |publisher=National Transportation Safety Board}} On February 1, Amtrak converted all Keystone Service trains to diesel power and terminated them on the lower level of 30th Street Station, as diesel-powered trains were not allowed in the tunnels to Suburban Station. The change was listed as "temporary" on timetables starting on May 15, 1988, and lasting into 1990.{{Cite book |url=http://www.timetables.org/browse/?group=19880515&item=0065 |title=Amtrak National Train Timetables |date=May 15, 1988 |publisher=Amtrak |page=65 |via=Museum of Railway Timetables}}{{Cite book |url=http://www.timetables.org/browse/?group=19900401b&item=0069 |title=Amtrak National Train Timetables |date=April 1, 1990 |publisher=Amtrak |page=69 |via=Museum of Railway Timetables}} After dieselization and the lengthening of schedules, on-time performance began to consistently exceed 90%.

{{Amtrak Valley Forge}}

At its inception on May 1, 1971, Amtrak ran two through services on the line: the combined New York–Chicago Broadway Limited and New York–St. Louis Spirit of St. Louis (soon renamed National Limited), and the Pittsburgh–New York Duquesne (soon renamed Keystone). The former train stopped only at Lancaster and Paoli between Harrisburg and North Philadelphia; it was intended for long-distance travelers between the East Coast and the Midwest rather than local passengers. The Duquesne/Keystone had one additional stop at Coatesville and was intended for medium-distance intercity travel.

Amtrak discontinued the Keystone on April 30, 1972, leaving the 600-series trains as the only local service along their route. The Broadway Limited and National Limited were split; they added local stops west of Harrisburg, but passengers from between Harrisburg and Philadelphia had to change trains at Harrisburg, Lancaster, Paoli, or Philadelphia to reach stops west of Harrisburg or north of Philadelphia.{{Sanders-Heartland}}{{rp|64}} On October 28, 1973, Amtrak changed the weekday-only Valley Forge from a Philadelphia–New Haven local train to a Harrisburg–New York City train. It only made the same intermediate stops as the Keystone, including no direct service to 30th Street Station.{{Cite book |url=http://www.timetables.org/browse/?group=19731028&item=0028 |title=All-America Schedules |date=October 28, 1973 |publisher=Amtrak |page=27 |via=Museum of Railway Timetables}} However, its introduction meant that through passengers no longer had to change at Philadelphia or rely on the Broadway Limited, whose on-time performance had plunged to just 6.8% in 1973.{{rp|20}}

Additional local stops in Pennsylvania were later added. On May 19, 1974, Amtrak added weekend service on the Valley Forge: a Saturday train from Harrisburg to Boston, and a Sunday train from Boston to Harrisburg. The weekend service ended on October 26, 1975. On October 28, 1979, Amtrak and SEPTA began the "Ardmore Connection": the Valley Forge began stopping at {{amtk|Ardmore}}, where a close connection could be made with a SEPTA Paoli–Philadelphia local train. On December 17, 1979, the westbound Valley Forge began stopping at 30th Street rather than bypassing it using the Pittsburgh Subway; however, it retained the Ardmore stop.{{Cite book |url=http://www.timetables.org/browse/?group=19800203&item=0026 |title=National Train Timetables |date=February 2, 1980 |publisher=Amtrak |page=25 |via=Museum of Railway Timetables}}

The Washington sections of the Broadway Limited and National Limited originally split at Harrisburg and reached the Northeast Corridor via the Port Road Branch. The Washington section of the Broadway Limited was rerouted through Philadelphia on October 26, 1975; the National Limited followed suit on October 29, 1978.{{rp|41,62}} The National Limited was discontinued entirely on October 1, 1979; the state began funding the Pittsburgh–Philadelphia Pennsylvanian as a replacement on April 27, 1980.{{rp|75}}

File:Amtrak ACS-64 670 WB at Downingtown station.jpeg

At the same time, a pair of Clockers, the westbound Keystone and eastbound Big Apple, were extended to Harrisburg on weekends. They ran within an hour of the Valley Forge{{'s}} weekday schedule; however, they ran to 30th Street and Suburban stations rather than only serving North Philadelphia.{{Cite book |url=http://www.timetables.org/browse/?group=19800427&item=0025 |title=National Train Timetables |date=April 27, 1980 |publisher=Amtrak |page=24 |via=Museum of Railway Timetables}} The Keystone was renamed Susquehanna on October 25, 1981. The Big Apple and Susquehanna dropped the Suburban Station stop a year later, but continued to serve 30th Street.{{Cite book |url=http://www.timetables.org/browse/?group=19821031&item=0023 |title=National Train Timetables |date=October 31, 1982 |publisher=Amtrak |page=22 |via=Museum of Railway Timetables}} On October 30, 1983, the Pennsylvanian was extended to New York City, eliminating the transfer at Philadelphia (although it continued to stop at 30th Street).{{Cite book |url=http://www.timetables.org/browse/?group=19831030&item=0035 |title=National Train Timetables |date=October 30, 1983 |publisher=Amtrak |page=34 |via=Museum of Railway Timetables}} On January 12, 1986, the eastbound Valley Forge began serving 30th Street (as the westbound had for six years); this allowed it to effectively replace a canceled Keystone Service train (#600, the first morning eastbound) to serve commuters.{{Cite book |url=http://www.timetables.org/browse/?group=19860427&item=0026 |title=National Train Timetables |date=April 27, 1986 |publisher=Amtrak |pages=25–26 |via=Museum of Railway Timetables}}

Amtrak began operating the Atlantic City–Philadelphia Atlantic City Express in 1989, and later extended it along several busy corridors in hopes of increasing ridership. On April 4, 1991, one daily Keystone Service round trip was extended to Atlantic City under the Atlantic City Express brand. Only a weekend round trip continued to be through-routed. The Atlantic City Express was discontinued on April 2, 1995; New Jersey Transit Atlantic City Line trains continue to serve 30th Street Station.{{Cite web |last=Waltzer |first=Jim |date=October 6, 2005 |title=Waltz Through Time: An Express Derailed |url=http://www.atlanticcityweekly.com/news-and-views/50667032.html |archive-url=https://web.archive.org/web/20110707183728/http://www.atlanticcityweekly.com/news-and-views/50667032.html |archive-date=July 7, 2011 |website=Atlantic City Weekly}}

File:Exton station as Amtrak Keystone Service train 664 arriving.jpg

In November 1996, as part of a general cutback of Regional Rail service, SEPTA cut service back to Downingtown, leaving Parkesburg and {{amtk|Coatesville}} as Amtrak-only stations.{{Cite web |date=June 1998 |title=Transit Accessibility in the Delaware Valley Region |url=http://www.dvrpc.org/reports/98015.pdf |publisher=Delaware Valley Regional Planning Commission |page=11}} Amtrak added the stations to several existing round trips as a result.{{Cite journal |date=December 1996 |title=On the Railroad Lines… |url=http://dvarp.org/wordpress/wp-content/uploads/2009/07/dvrp9612.pdf |journal=The Delaware Valley Rail Passenger |publisher=Delaware Valley Association of Railroad Passengers |volume=14 |issue=12 |page=5 |archive-date=February 2, 2017 |access-date=January 22, 2017 |archive-url=https://web.archive.org/web/20170202002838/http://dvarp.org/wordpress/wp-content/uploads/2009/07/dvrp9612.pdf |url-status=dead }} Amtrak discontinued its stops at {{station link|SEPTA|Whitford}} and {{station link|SEPTA|Malvern}} (both served only by a single round trip) on April 5, 1998, reducing the number of suburban stations shared by SEPTA and Keystone Service trains to four.{{Cite journal |date=April 1998 |title=Schedule Changes |url=http://dvarp.org/wordpress/wp-content/uploads/2009/07/dvrp9804.pdf |journal=The Delaware Valley Rail Passenger |publisher=Delaware Valley Association of Railroad Passengers |volume=16 |issue=4 |page=10 |archive-date=February 2, 2017 |access-date=January 22, 2017 |archive-url=https://web.archive.org/web/20170202002011/http://dvarp.org/wordpress/wp-content/uploads/2009/07/dvrp9804.pdf |url-status=dead }}

Beginning in 2000, Amtrak and PennDOT spent $166 million to rehabilitate the Philadelphia to Harrisburg Main Line. This included the restoration of fully electrified service, as well as track improvements for a top speed of {{convert|110|mph}}. When the project was completed and electric service began in October 2006, travel times between Harrisburg and Philadelphia were reduced from 120 minutes to 95 minutes, with further time savings for through trains by eliminating the need for an engine change at Philadelphia. Service was also increased from 11 to 14 daily round trips. By FY 2010, ridership was up 91% since FY 2000 and 58% since FY 2006.{{Cite web |date=May 2011 |title=Amtrak's Northeast Corridor: Facts and Background Information |url=https://www.amtrak.com/ccurl/527/443/Amtrak%20Northeast%20Corridor%2010.pdf |publisher=Amtrak}}

Later improvements aimed to develop a sealed corridor without public at-grade crossings, which would allow future speed increases to {{convert|125|mph|kph}} west of Philadelphia.{{Cite web |title=Keystone Corridor East High Speed Phase II |url=http://www.planthekeystone.com/highspeedrail.html |url-status=dead |archive-url=https://web.archive.org/web/20131021064857/http://planthekeystone.com/highspeedrail.html |archive-date=October 21, 2013 |access-date=July 20, 2013 |publisher=planthekeystone.com}} The last two such at-grade crossings on the line, located just east of Mount Joy, were closed on September 24, 2014. They were replaced with a bridge connecting to a nearby street.{{Cite news |last=Hainthaler |first=Joe |date=September 23, 2014 |title=Two roads carrying traffic south from Route 230 in Mount Joy to close Wednesday |work=Lancaster Online |url=http://lancasteronline.com/news/local/two-roads-carrying-traffic-south-from-route-in-mount-joy/article_1833ef54-434c-11e4-bae7-0017a43b2370.html |access-date=September 28, 2014}} However, private crossings continued to be used on the line. One private crossing east of Mount Joy was closed soon after a train collided with a tractor using the crossing.{{Cite news |date=June 5, 2018 |title=Amtrak train collides with farm tractor near Mount Joy |url=https://www.abc27.com/news/local/lancaster/amtrak-train-collides-with-farm-equipment/1219726524 |url-status=dead |archive-url=https://web.archive.org/web/20200212170822/https://www.abc27.com/news/local/lancaster/amtrak-train-collides-with-farm-tractor-near-mount-joy/ |archive-date=February 12, 2020 |access-date=July 31, 2018 |publisher=WHTM-TV}} Today, only one private crossing remains on the line, west of Lancaster on a private roadway leading to a substation.

On March 18, 2020, Amtrak temporarily suspended all Keystone Service trains due to declining demand because of the ongoing COVID-19 pandemic.{{Cite news |last=Hertzler |first=Richard |date=March 17, 2020 |title=Amtrak to suspend train service in Lancaster County Wednesday as riders avoid transportation hubs amid COVID-19 fears |work=Lancaster Online |url=https://lancasteronline.com/news/local/amtrak-to-suspend-train-service-in-lancaster-county-wednesday-as/article_0806b638-67d7-11ea-a7e5-8fc5d77e88cd.html |access-date=March 18, 2020}}{{Cite press release |title=Service Adjustments Due to Coronavirus |date=March 24, 2020 |publisher=Amtrak |url=https://www.amtrak.com/alert/nec-modified-schedule.html |access-date=March 25, 2020 |url-status=live |archive-url=https://web.archive.org/web/20200325190328/https://www.amtrak.com/alert/nec-modified-schedule.html |archive-date=March 25, 2020 |author=}} Service between Philadelphia and Harrisburg resumed on June 1, 2020, with all-reserved seating.{{Cite news |date=May 21, 2020 |title=Amtrak announces re-opening of some Pa. service, with new safety guidelines |publisher=PennLive |url=https://www.pennlive.com/life/2020/05/amtrak-announces-re-opening-of-some-pa-service-with-new-safety-guidelines.html |access-date=May 22, 2020}} On July 6, 2020, Amtrak restored one Keystone Service train in each direction running the full route between New York City and Harrisburg.{{Cite news |last=Pickel |first=Greg |date=July 1, 2020 |title=Amtrak will restore one daily Keystone line service to and from New York and Harrisburg starting next week |publisher=PennLive |url=https://www.pennlive.com/nation-world/2020/07/amtrak-will-restore-one-daily-keystone-line-service-to-and-from-new-york-and-harrisburg-starting-next-week.html |access-date=August 13, 2021}} Amtrak restored full service between Philadelphia and Harrisburg on September 8, 2020.{{Cite news |last=Kiner |first=Deb |date=September 8, 2020 |title=Amtrak restores Keystone Service between Harrisburg and Philadelphia |publisher=PennLive |url=https://www.pennlive.com/life/2020/09/amtrak-restores-keystone-service-between-harrisburg-and-philadelphia.html |access-date=August 13, 2021}} On January 4, 2021, Amtrak reduced service levels along the Keystone Service due to decreased ridership caused by the COVID-19 pandemic. With the reduction in service, the Keystone Service had seven roundtrips on weekdays and six roundtrips on weekends between Philadelphia and Harrisburg, with three daily roundtrips running the full route between New York City and Harrisburg.{{Cite news |last=Derry |first=Will |date=January 4, 2021 |title=Amtrak modifies Keystone Service schedule; several trips from Harrisburg to New York suspended |work=Lancaster Online |url=https://lancasteronline.com/business/local_business/amtrak-modifies-keystone-service-schedule-several-trips-from-harrisburg-to-new-york-suspended/article_f5dcd8f2-4ebc-11eb-ba16-6b946f706046.html |access-date=January 14, 2021}} Most pre-pandemic service was restored on April 25, 2022, with eleven weekday Philadelphia–Harrisburg round trips.{{Cite press release |title=Amtrak and PennDOT to Restore Most Keystone Service |date=April 8, 2022 |publisher=Amtrak |url=https://media.amtrak.com/2022/04/amtrak-and-penndot-to-restore-most-keystone-service/}}

From March to November 2024, midday Keystone Service trains were replaced with buses west of Lancaster to allow for track work.{{cite press release |url=https://media.amtrak.com/2024/03/amtrak-begins-major-harrisburg-line-track-renewal/ |title=Amtrak Begins Major Harrisburg Line Track Renewal |publisher=Amtrak |date=March 19, 2024}}{{cite press release |url=https://media.amtrak.com/2024/11/amtrak-welcomes-back-keystone-service-customers-after-restoring-weekday-trains-between-lancaster-and-harrisburg/ |title=Amtrak Welcomes Back Keystone Service Customers After Restoring Weekday Trains Between Lancaster and Harrisburg |date=November 18, 2024 |publisher=Amtrak}}

Proposals for an infill station in Paradise Township have been under considerations since the 1990s. The stop would be about halfway between Lancaster and Parkesburg, serving the local Plain community and allowing tourists to transfer to the Strasburg Rail Road. A July 2004 plan was rejected by the Federal Railroad Administration over concerns that the curved track would preclude ADA-compliant boarding platforms.{{Cite news |last=Buescher |first=James |date=March 3, 2007 |title=Feds reject Paradise train station plan |language=en |work=LancasterOnline |url=https://lancasteronline.com/news/feds-reject-paradise-train-station-plan/article_de0d72d3-c9e8-5642-b929-c14df5f37e3f.html |access-date=September 20, 2021}}

File:Former Metroliner cab coach at Lancaster.jpg at Lancaster, Pennsylvania, in 2017]]

Most Keystone Service trains consist of five cars – four Amfleet I coaches plus a Metroliner cab car – paired with a Siemens ACS-64 electric locomotive. The service has a single class of service, coach class, configured with 2x2 seating.{{Cite web |title=Reserved Coach Class Seat |url=https://www.amtrak.com/onboard/onboard-accommodations-for-all-your-needs/seating-accommodations/reserved-coach.html |access-date=April 8, 2018 |website=Amtrak}}

Trains are unreserved between Harrisburg and Philadelphia and reserved coaches between Philadelphia and New York.{{Cite web |title=Travel Guide to Train Fares |url=https://www.amtrak.com/planning-booking/tickets-reservations/guide-to-fares.html |access-date=April 8, 2018 |website=Amtrak}} Unlike most Amtrak routes, no food service is available on Keystone Service trains.

In the late 2020s and early 2030s, all equipment will be replaced with Amtrak Airo trainsets, the railroad's branding of its combination of Siemens Venture passenger cars and a Siemens Charger diesel-electric locomotive.{{Cite web |date=December 15, 2022 |title=Introducing Our New Trains: Amtrak Airo |url=https://www.amtrak.com/amtrak-airo |access-date=December 15, 2022 |website=Amtrak |language=en}} The trainsets for the Keystone Service will have six passenger cars, which will include a food service area and a mix of 2x2 coach class and 2x1 business class seating.{{Cite web |title=Amtrak FY 2022–2027 Asset Line Plan |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY22-27.pdf |access-date=April 11, 2022 |website=Amtrak |page=132}} The car closest to the locomotive will be a specialized "Auxiliary Power Vehicle" which will include a pantograph to collect power from overhead lines and traction motors in the car and the locomotive.{{Cite news |last=Worrell |first=Carolina |date=December 19, 2022 |title=First Look: Amtrak Airo |language=en-US |work=Railway Age |url=https://www.railwayage.com/passenger/intercity/first-look-amtrak-airo/ |access-date=December 21, 2022}}

Before the signal, track, and catenary upgrades that were completed in October 2006, Keystone Service trains used GE Genesis diesel locomotives between Harrisburg and Philadelphia.

File:Amtrak Keystone Service.svg

The Keystone Service operates entirely over Amtrak-owned trackage:

• Amtrak Philadelphia to Harrisburg Main Line, Harrisburg–Philadelphia
• Amtrak Northeast Corridor, Philadelphia–New York

Trains operate at speeds up to {{convert|125|mph|km/h|0|abbr=on}} over the Northeast Corridor and up to {{convert|110|mph|km/h|0|abbr=on}} over the Main Line.

Ridership data was taken from Amtrak fiscal year reports.{{efn|Compiled from Amtrak's annual ridership and revenue reports and PennDOT Annual Report.{{cite web |title=Pennsylvania Public Transportation Annual Performance Report Fiscal Year 2007-08 |url=https://www.penndot.pa.gov/Doing-Business/Transit/InformationandReports/Documents/FY0708AnnualReportFinal.pdf |website=Penn DOT |access-date=May 28, 2023}}{{cite web |title=FY0809AnnualReportFinal |url=https://www.penndot.pa.gov/Doing-Business/Transit/InformationandReports/Documents/FY0809AnnualReportFinal.pdf |website=PennDOT PA |publisher=PennDOT |access-date=May 28, 2023}}{{Cite web |date=April 17, 2017 |title=Amtrak FY16 Ridership and Revenue Fact Sheet |url=http://media.amtrak.com/wp-content/uploads/2015/10/Amtrak-FY16-Ridership-and-Revenue-Fact-Sheet-4_17_17-mm-edits.pdf |access-date=January 25, 2018 |publisher=Amtrak |ref=ridership}}{{Cite web |title=Amtrak FY15 Ridership & Revenue |url=http://media.amtrak.com/wp-content/uploads/2015/10/FY15Ridership_Revenue_Fact_Sheet_11-5-15.pdf |access-date=February 21, 2018 |publisher=Amtrak |type=PDF |archive-date=August 30, 2021 |archive-url=https://web.archive.org/web/20210830212820/https://media.amtrak.com/wp-content/uploads/2015/10/FY15Ridership_Revenue_Fact_Sheet_11-5-15.pdf |url-status=dead }}{{Cite web |title=Amtrak Fiscal Year 2014 Ridership and Revenue |url=https://www.amtrak.com/ccurl/238/481/Amtrak-FY2014-Ridership-and-Revenue-ATK-14-096%20.pdf |archive-url=https://web.archive.org/web/20160310060104/https://www.amtrak.com/ccurl/238/481/Amtrak-FY2014-Ridership-and-Revenue-ATK-14-096%20.pdf |archive-date=March 10, 2016 |access-date=February 21, 2018 |publisher=Amtrak |type=PDF}}{{Cite web |title=Amtrak Fiscal Year 2013 Ridership and Revenue |url=https://amtrakmedia.wpengine.com/wp-content/uploads/2015/10/FY13-Record-Ridership-ATK-13-122.pdf |access-date=February 21, 2018 |publisher=Amtrak |type=PDF}}{{Cite web |title=Amtrak Fiscal Year 2012 Ridership and Revenue |url=https://www.amtrak.com/ccurl/636/294/Amtrak-Sets-New-Ridership-Record-FY2012-ATK-12-092.pdf |archive-url=https://web.archive.org/web/20160310061640/https://www.amtrak.com/ccurl/636/294/Amtrak-Sets-New-Ridership-Record-FY2012-ATK-12-092.pdf |archive-date=March 10, 2016 |access-date=February 21, 2018 |publisher=Amtrak |type=PDF}}{{Cite web |title=Amtrak Fiscal Year 2011 Ridership and Revenue |url=https://www.amtrak.com/ccurl/968/399/ATK-11-133%20Record%20FY11%20Ridership%20and%20Revenue.pdf |archive-url=https://web.archive.org/web/20160310061643/https://www.amtrak.com/ccurl/968/399/ATK-11-133%20Record%20FY11%20Ridership%20and%20Revenue.pdf |archive-date=March 10, 2016 |access-date=February 21, 2018 |publisher=Amtrak |type=PDF}}{{Cite web |title=Amtrak Fiscal Year 2010 Ridership and Revenue |url=https://www.amtrak.com/ccurl/130/553/ATK-10-134%20AmtrakRidershipRecordFY10.pdf |archive-url=https://web.archive.org/web/20160310055909/https://www.amtrak.com/ccurl/130/553/ATK-10-134%20AmtrakRidershipRecordFY10.pdf |archive-date=March 10, 2016 |access-date=February 21, 2018 |publisher=Amtrak |type=PDF}}{{cite web |title=Amtrak® FY17 Ridership |url=https://media.amtrak.com/wp-content/uploads/2015/10/FY17-Ridership-Fact-Sheet-Final.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023 |archive-date=November 19, 2017 |archive-url=https://web.archive.org/web/20171119033231/http://media.amtrak.com/wp-content/uploads/2015/10/FY17-Ridership-Fact-Sheet-Final.pdf |url-status=dead }}{{cite web |title=Amtrak® FY18 Ridership |url=https://media.amtrak.com/wp-content/uploads/2018/11/FY18-Ridership-Fact-Sheet-1.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023}}{{cite web |title=Amtrak FY19 Ridership |url=https://media.amtrak.com/wp-content/uploads/2019/11/FY19-Year-End-Ridership.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023}}{{cite web |title=Amtrak FY20 Ridership |url=https://media.amtrak.com/wp-content/uploads/2020/12/FY20-Year-End-Ridership.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023}}{{cite web |title=Amtrak FY21 Ridership |url=https://media.amtrak.com/wp-content/uploads/2021/12/FY21-Year-End-Revenue-and-Ridership.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023}}{{cite web |title=Amtrak FY22 Ridership |url=https://media.amtrak.com/wp-content/uploads/2022/11/FY22-Year-End-Revenue-and-Ridership.pdf |website=Amtrak Media |publisher=Amtrak |access-date=May 28, 2023}}{{cite web |title=Amtrak FY23 Ridership |url=https://media.amtrak.com/wp-content/uploads/2023/11/Amtrak-Fiscal-Year-2023-Ridership.pdf |website=Amtrak Media |publisher=Amtrak |access-date=December 12, 2023}}{{cite web |title=Amtrak FY24 Ridership |url=https://media.amtrak.com/wp-content/uploads/2023/11/FY24-Year-End-Ridership-Fact-Sheet.pdf |website=Amtrak Media |publisher=Amtrak |access-date=December 3, 2024}}}}

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On weekdays there are thirteen Keystone trains and one Pennsylvanian train in each direction. All trains run between Harrisburg and Philadelphia, with nine Keystone trains plus the Pennsylvanian continuing on to New York. There are eight round-trip trains on both Saturdays and Sundays. All but one, including the Pennsylvanian, make the full trip between Harrisburg and New York. On the majority of the trains, the journey between Harrisburg and New York takes approximately 3 hours and 30 minutes, including 1 hour and 45 minutes to travel between Harrisburg and Philadelphia. There are also several express trains which cut both journey times by approximately 15 minutes each.

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Category:Amtrak routes

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Category:Philadelphia to Harrisburg Main Line