Linking Boston, New York, Washington, and intermediate cities, Amtrak's Northeast Corridor (NEC) main line is America's most highly-developed high-speed rail corridor, having benefited from over $4 billion in direct Federal funding under the Northeast Corridor Improvement Project that had its roots in the High-Speed Ground transportation Act of 1965 and the railroad restructuring legislation of the mid-1970s.  In addition, investments in NEC development are part of Amtrak's annual capital program, and often include participation by the commuter rail authorities that make use of NEC infrastructure for many of their extensive operations.

The NEC main line is not a "designated high-speed rail corridor" for purposes of 23 U.S.C. Section 104(d)(2) ("Railway-highway crossing hazard elimination in high-speed rail corridors") nor for programs that depend upon that Section, such as the high-speed rail corridor development program in Section 501(d) of Public Law 110-432, the Passenger Rail Investment and Improvement Act of 2008 (49 U.S.C. 26106).

Description:

Major cities: Washington, Baltimore, Wilmington, Philadelphia, Trenton, New York City, New Haven, Providence, Boston

Operators: Amtrak , New Jersey Transit (NJT) , Southeastern Pennsylvania Transportation Authority (SEPTA) , Massachusetts Bay Transportation Authority (MBTA) , Metro North Railroad , CSX , NS

Segment	Mileage	Top Speed (goal/actual)	Travel Time (goal/actual)
Washington to New York	225	150/135 mph	2:50/2:43
New York to Boston	231	150/150 mph	4:10/3:24

Funding:

The Northeast Corridor was purchased by Amtrak from the bankrupt Penn Central at the time of its restructuring into Conrail for $86.0 million (paid between FY 1977 and FY 1980). The FRA financed the Northeast Corridor Improvement Project (NECIP) between FY 1976 and FY 1998 for a total cost of $3,937.3 million, including $12 million for the Penn Station Redevelopment project in FY 1998. Amtrak has invested in the corridor itself, though that figure is not readily available. Nevertheless, certain of Amtrak's appropriations have been directed specifically to Northeast Corridor expenses, including $7.9 million in FY 1976 and $293.1 million in FY 2003.

Current Status :

Much of Amtrak's Five-year Capital Plan focuses on bringing the Northeast Corridor up to a state of good repair.

Past Accomplishments :

1917	On April 1, passenger service on the New Haven Railroad began over the Hell Gate Bridge line in New York, providing an all-rail route between New York Penn Station and Boston. Trains terminating in New York continued to use Grand Central Terminal until 1970. The run from Boston to New York took about 5:00.
1930	Typical running times between New York Penn Station and Washington were 4:45 to 5:00; typical times between New York Grand Central Terminal and Boston were 5:00 to 5:30.
1935	On January 28, the Pennsylvania Railroad began through electrified train service from Washington to New York Penn Station. The "Congressional" train had a running time of 3:35 for the next 33 years.
1941	Typical running times between New York Penn Station and Washington were 3:35 to 4:00; typical times between New York Grand Central Terminal and Boston were 4:15 to 5:00.
1949	The "Merchants Limited" ran from Boston to New York in 4:00.
1968	Pennsylvania Railroad merges with New York Central Railroad to form Penn Central Transportation Company.
1969	The New York, New Haven & Hartford Railroad was absorbed by Penn Central on January 1. On January 16, Metroliner service, a premium, high-speed service with especially designed MU (i.e. multiple unit, or self-propelled) electric cars, starts between New York and Washington with one daily round trip, increasing to two round trips on February 10, with a 2:59 running time. Non-stop service with a 2:30 running time began April 2. One intermediate stop was added July 14, but the 2:30 schedule continued until March 16, 1970. Turbo service between New York Grand Central Terminal and Boston South Station began on April 8 with a 3:44 running time and one daily round trip.
1971	Amtrak took responsibility for inter-city passenger rail service on May 1. Metroliner frequency is up to 12 daily round trips by the end of 1971, increased to 14 in April, 1972. Turbo service was re-routed to New York Penn Station as of February 1, with slightly lengthened schedules.
1975	Deteriorated track caused Turbo schedules to slow to 4:15.
1976	The Railroad Revitalization and Regulatory Reform Act of 1976 (4R Act) became law on February 5, creating the Northeast Corridor Improvement Project (NECIP). On April 1, Amtrak acquired Northeast Corridor land, track, and equipment from the bankrupt Penn Central, as Conrail was created from parts of Penn Central and other bankrupt railroads. Turbo service was discontinued on September 9. Regular trains continued to run between Boston and New York Penn Station at 4:40.
1978-1980	Metroliner schedules were lengthened (first from 2:59 to 3:15, then as high as 3:38) to accommodate the Metroliner car rebuilding program and NECIP construction work.
1981	As of October 25, Metroliners were once again scheduled at 2:59, which was reduced to 2:49 a year later.
1982	New England Metroliner service between New York and Boston began on October 31 with two daily round trips and a 3:55 schedule. The schedule was lengthened to 4:09 a year later, while regular train schedules were shortened.
1996-2000	Prior to high-speed electric service, Amtrak had to install catenaries along the north end of the NEC, from New Haven to Boston. The project was completed in July 2000.
2000	On December 11, Amtrak initiated Acela Express service from Washington to Boston via New York Penn Station. The special Acela trainsets were designed and manufactured by a consortium led by Canada's Bombardier and France's Alstom Transportation . Running time is 2:43 between Washington and New York and 3:24 between New York and Boston.