This. I loved how you could look down and see the A interlocking from street level.

Those are the transmission towers for New York and New Jersey radio stations.

That’s New York Pennsylvania Station

He meant 1:15:00. North Philadelphia was still an important intercity station.

@@PhillyBagel it's a station that both Amtrak and SEPTA need to part ways with, as SEPTA has the Temple University and North Broad stations on the former Reading side of its Regional Rail system, and Amtrak rarely uses the station, except for one or two "Keystone" trains stopping there (and to the fact is that all "Keystone" trains go to 30th Street, "change directions", which is the engineer going to/from a brand-spanking new ACS-64 locomotive a 50-year old refurbished Metroliner cab-coach and vice-versa, then head out to Harrisburg from there). If Amtrak was to restore direct NYC-Harrisburg service using the NY-Pittsburgh "Subway" tunnel at ZOO Interlocking, those who take such "Keystone" trains to Philadelphia can either transfer to either a "Regional" train at Trenton ("Keystone" or "Pennsylvanian" at Paoli), or onto SEPTA at Trenton, Cornwell Heights, or Paoli to continue on.

Charonview I used to live near the Northeast Corridor in New Brunswick New Jersey near County interlocking and I saw a lot of the gg1 e 60 s high-speed Metro liners and a lot of freight on the corridor back in the 70s and early 80s that's where I got my interest in trains from the Northeast Corridor was my stage and seeing those beautiful gg_1s

Juan, when I lived in NJ I mostly watched EL stuff, with a bit of CNJ, CR and NJT. Unfortunately I missed out on the NE corridor. I knew it was there, just never had a good opportunity to really check it out. It was after I moved out west and started reading about it that I (sadly) realized what I missed!

Fix what

doesn't need fixing.

@@DrRichard33 so does it not need replacing?

Hey it hasn't leaked in over 100 years. It took Boston's big dig less than five to soring a leak.

@@DrRichard33 not as much as the tunnel tubes themselves, but all of the hardware that needs replacing. Plus NJ Transit adding more "Midtown Direct" service (using dual-powered locomotives) on its Hoboken Division lines also demonstrate the need to both bore another tube and rehabilitate the original tunnel.

I had a similar experience in Edison during my middle school days back in 1980….except almost caught the business end of a Metroliner EMU. Those things really had a way of sneaking up on you.

The NWK-PHL Nonstop Acelas can do that in 25 minutes

You'r right the top speed is 110 mph, that is the permitted top speed for trains with private cars.

+james watson Also I will add to this Walter you are so right they really do need another Hudson River Tunnel. those tunnels during the morning and evening rush hours be pack with trains waiting to get into New York and trains waiting to leave New York when the tunnels are used for all inbound trains a third or even a fourth would ease the congestion. But I give this video a perfect 10 because one I run this route as a Engineer and two the NJT trains really makes this video in the beginning amazing to watch.

Kinda wish the sound quality would be a bit better but eh, can't complain too much.

Exactly Joe.

Joe Kennedyp

I know. That is what you think.

Exactly!

Hes not riding in a caboose. hes riding in a Private Rail Car.

Even compared to other commuter lines in NJ (most of which are owned and maintained by NJ Transit and are in better shape for passenger service than pretty much anything else in the US) the Amtrak-maintained NEC is almost otherworldly smooth. It's unfortunate that a couple of pinch points (mainly the two-track line from Kearny to NYP, featuring the incredibly broken Portal draw and the water-damaged North River Tunnels) create congestion that makes it impossible to take full advantage. It'll be an even bigger wasted opportunity once the catenary improvements in South Jersey are done and track speed can increase to 160mph on that segment...they'll just catch up faster to the tail end of the queue waiting to access NYP.

I used to enjoy hearing that triple beat on fan trips aboard older heavyweight cars.

...............................................great drummers can do triplets with the foot pedal.........................mediocrate sucks.........................

That was pretty cool. it was like 2 meets at the same time. Funny how you can go so long without seeing another train, then see 3 at exactly the same time in the same spot.

Really long Arrow iii set

and ancient. older then our grandparents in some places.

@@kevinhoward9593 Considering the Pennsylvania Railroad electrified to New York in the 20s, and 30s, it's not surprising.

I believe the Cat Poles and Electrification of that portion of the NEC was 1933? PRR really knew what they when they built this Masterpiece in railroad design.

A little history lesson on PRR electrification on the NEC.... From Arsenal Junction (at the University of Pennsylvania at Franklin Field) to 30th Street, that dates back to the original 1915 electrification from Philadelphia to Paoli (on the PRR Main Line) in which a PECO power plant generated the 44 kV/25 Hz AC supply feeds for the catenary at Powelton Yard, Bryn Mawr (now a "switching" substation), and Paoli (since retired and replaced with the 1930's 144 kV/25 Hz AC substation). From 30th Street to North Philadelphia, that section came under wire in 1919 for Chestnut Hill Local (now SEPTA's Chestnut Hill Line). Like the 1915 electrification, that line was also fed by the same 44 kV feed lines. From Arsenal Junction to Wilmington, the line (along with the West Chester Line, now SEPTA's Media-Elwyn-Wawa service) was electrified in the 1920's and was the first to utilize the 144 kV/25 Hz transmission architecture, with the supply coming from the Lamokin Rotary Converter in Chester (at substation on the left at 1:33:22). The rest of the electrification, using the 1920's architecture, but with I-beam catenary towers instead of the round poles used on the Philadelphia-Wilmington section, came in the 1930's as part of FDR's WPA Program.

Yes, I have Amtrak's Cardinal from Huntington Virginia to Washington DC, I'll be publishing it soon.

Same with SEPTA (for Trenton and Wilmington-Newark service), although the Keystone Corridor (for SEPTA Paoli-Thorndale service) between ZOO Interlocking in Philadelphia and Harrisburg is heavily subsidized by the Commonwealth of Pennsylvania, although that line's future is up in the air as the GOP-controlled General Assembly has a bill right now to strip Amtrak of ownership (in place since April 1, 1976 when Penn Central became Conrail). Would not be too surprised if that happens (if a member of the GOP gains back control of the Governor's Mansion in 2022), the Harris-Biden "Administration" takes the Commonwealth to Federal District court in Harrisburg or Philadelphia.

1:20:06 Approaching 30th St. Station, Philadelphia.  That's the Schuylkill Expressway (Interstate 76) on the right.1:21:51 Arriving at 30th St. Station.  Here you can transfer to various SEPTA steel wheel transit routes: the commuter rail lines, the Market-Frankford Subway, and the so-called subway-surface trolley cars running west from City Hall loop and fanning out in several directions in West and Southwest Philadelphia.  A couple of subway-surface routes go on to Darby, Delaware County (not to be confused with Upper Darby where the Market-Frankford Subway has its western terminus).  Plus of course, you can transfer here to AMTK's Keystone Service to Lancaster and Harrisburg and the Pennsylvanian to Pittsburgh (of course, the Pennsylvanian originates at NY Penn).This train passed several SEPTA commuter stations on the Trenton to 30th Street segment, and will pass some more between 30th St. and Wilmington.  In Part 2, you'll see a couple more SEPTA stations between Wilmington and Newark, DE which is the outer end of SEPTA's commuter train territory.

GoPro camera

It's now the corporate office for one of the three credit rating companies. Most of the old factory grounds is now a shopping center.

Too late! Amtrak doesn’t allow platform riding anymore. It was fun while it lasted!

@@WalterKebalo oof

What part?

@@DrRichard33 the bit above the tracks where you can see the skyline. They’ve covered that up and have built something over it

@@JoeyLovesTrains Yeah, Hudson Yards development has completely stolen that view.

@@Nlogax yeah, big L

The station was built in 1910 during a time when PRR trains were like 16 cars long. if anything they are to long. The Broadway Limited alone could be 25 cars.

@@kevinhoward9593 in those days, Broadway Limited trains would terminate at the old Exchange Place station in Jersey City. Only after the PRR retrofitted the North River Tunnel with the overhead catenary (eliminating the need to transfer to the third rail-powered e.m.u. trains at Manhattan Transfer east of Newark Penn) would GG-1-hauled trains head straight to New York Penn from Harrisburg (where the steam or diesel-electric locomotives were exchanged for a "G").