Pennsylvanian (train)

The Pennsylvanian is a daily daytime Amtrak train running between New York and Pittsburgh via Philadelphia. The trains travel across the Appalachian Mountains, through Pennsylvania's capital Harrisburg, the Pennsylvania Dutch Country, suburban and central Philadelphia, and New Jersey en route to New York. The entire train ride takes about 9 hours total, with 1.5 hours between New York and Philadelphia, 2 hours between Philadelphia and Harrisburg, and 5.5 hours between Harrisburg and Pittsburgh.
The "Pennsylvanian" uses the same Amtrak-owned Philadelphia to Harrisburg Main Line as the "Keystone Service" trains, but continues further west via the Pittsburgh Line through Altoona and the Allegheny Mountains, eventually terminating its run in Pittsburgh. The Main Line and Pittsburgh Line collectively make up the Keystone Corridor, a federally-designated corridor for high speed rail service.
During fiscal year 2016, the "Pennsylvanian" carried 223,114 passengers, a 3.7% decrease over FY2015. The train had a total revenue of $11,555,451 during FY2016, up 0.2% from FY2015.
History.
Prior to Amtrak, the "Pennsylvanian" route was covered by the "Duquesne", named after Fort Duquesne in Pittsburgh, and by the "Juniata," both trains operated by the Pennsylvania Railroad and from 1968 to 1971 by the PRR's successor, the Penn Central. The "Duquesne" had a long history, finally becoming a daily New York–Pittsburgh train on October 25, 1959, numbered 16 eastbound and 25 westbound. When the Pennsylvania Railroad's successor, Penn Central, was formed in 1968, it continued to operate the "Duquesne" and the "Juniata."
With the start of Amtrak operations on May 1, 1971, the "Duquesne" was renamed the "Keystone" and renumbered 42 westbound and 43 eastbound with the first Amtrak timetable on November 14, 1971. The "Keystone" was discontinued on April 30, 1972.
The immediate impetus for the "Pennsylvanian" was the discontinuance of the "National Limited", a New York–Kansas City train which had provided service over the corridor. That train, in turn, was the successor of the famed "Spirit of St Louis." The "Pennsylvanian" began on April 27, 1980, as a state-supported daylight train between Philadelphia and Pittsburgh, with connecting service to New York via the "Philadelphian" (a "Clocker") westbound and the "Montrealer" eastbound. 
At the time the "Pennsylvanian" was inaugurated, the "Broadway Limited" was departing Pittsburgh at an inconvenient early morning hour. The new train ran with Amfleet equipment, including a cafe car. Pennsylvania agreed to pay 20% of the train's costs for the first year, or $580,000, with the state and Amtrak eventually splitting the costs 50/50 by the third year.
Between 1981 and 1983, "Pennsylvanian" equipment was turned every night to operate a second state-supported train, the "Fort Pitt", which ran from Pittsburgh to Altoona. Amtrak withdrew this train in early 1983 after the Pennsylvania Department of Transportation (PennDOT) declined to continue subsidizing the increased operation. At the time the "Fort Pitt" carried 30 passengers per day. On October 30, 1983, the "Pennsylvanian" was extended to New York City, eliminating the transfer at Philadelphia.
After significant ridership gains in 1984, PennDOT proposed that a second train be added to the route. PennDOT and Amtrak would have split the costs evenly. Amtrak officials were favorable, but budget problems stalled the plan.
In the late 1980s passenger-rail groups urged Amtrak to extend the "Pennsylvanian" to Cleveland, Ohio. Proposals included new stations in Sewickley and Beaver Falls. Pressure increased in 1989 when Amtrak announced the re-routing of the "Broadway Limited" and "Capitol Limited" over that same route as part of a restructuring of routes in Indiana. As part of this change, the "Capitol Limited" began serving the Cleveland–Pittsburgh route, albeit in the middle of the night. Amtrak and PennDOT considered two routes for an extended "Pennsylvanian": one via Alliance, Ohio (following the route of the "Capitol Limited") and one via Youngstown, Ohio (partially following the "Broadway Limited") with a new stop in New Castle, Pennsylvania.
On November 7, 1998, Amtrak extended the "Pennsylvanian" through to Chicago along the route of the "Capitol Limited" via Toledo, finally bringing a daylight connection to Cleveland. The "Three Rivers" continued to run over a different schedule via Akron and Fostoria. As part of the change Amtrak truncated the eastern end to Philadelphia, enabling the train to complete the run within a single day. The change was driven by Amtrak's growing mail and express business; Pittsburgh–Philadelphia ridership suffered. Amtrak returned the "Pennsylvanian" to the New York–Pittsburgh route on January 27, 2003, citing low ridership and Amtrak's withdrawal from the express freight business. On November 1, 2004, Amtrak merged the "Pennsylvanian" and "Three Rivers", keeping the latter name with a western terminus in Chicago. Amtrak had sought $2.5 million in assistance from Pennsylvania to keep both trains running. On March 8, 2005, Amtrak truncated service to Pittsburgh–New York and restored the "Pennsylvanian" name to the route.
There is currently no through service west of Pittsburgh, though the "Capitol Limited" continues to provide service to Chicago. As part of its federally mandated analysis of the worst-performing long-distance routes, Amtrak determined that reinstating a through-car connection with the "Pennsylvanian" would result in the highest gain in monetary and customer service measurements of possible options. To implement this, Amtrak plans to operate a Viewliner sleeper car, an Amfleet cafe car and two Amfleet coaches between Chicago and New York approximating the historic "Broadway Limited", via the "Capitol Limited" and "Pennsylvanian". This would begin when funding and equipment is available. On January 28, 2011, it was announced that Pennsylvania had received a $750,000 grant from the federal government to study expanding service westwards from Harrisburg to Pittsburgh along the route of the "Pennsylvanian", including higher speeds and additional frequencies.
The train has been primarily financed by the Pennsylvania Department of Transportation since October 1, 2013, when the Rail Safety Improvement Act of 2008 took effect. This federal law eliminated federal subsidies for Amtrak routes less than in length.
In March 2020, service on the "Pennsylvanian" was suspended as part of a round of service reduction in response to the ongoing COVID-19 pandemic. Service resumed on June 1, 2020.
The Pennsylvania State Rail Plan 2020 calls for a second round-trip Amtrak train between Pittsburgh and New York City. The second trip is projected to begin during the fiscal year running from October 2023 to September 2024. The feasibility, schedule, and cost of adding a second train are underway.
Ridership.
Over fiscal years 2009–2016, ridership grew from 199,484 to 223,114, an increase of 10.6%. Ridership peaked at 231,720 in FY 2015. Ticket revenue grew from $7,819,404 to $11,555,451, an increase of 47.8%.
Equipment.
On its inauguration the "Pennsylvanian" ran with then-new Amfleet equipment: two coaches and a cafe. Today the "Pennsylvanian" continues to use an all-Amfleet consist although the number of coaches has grown to six. The train consists of an Amfleet I business class car, an Amfleet I cafe car, an Amfleet I coach, and three Amfleet II long-distance coach cars. Motive power is usually a Genesis diesel-electric locomotive west of Philadelphia. East of Philadelphia, the motive power is a Siemens ACS-64 electric locomotive; an engine swap is made at 30th Street Station in Philadelphia. A Viewliner II baggage car was added to the train in October 2019.
Route.
The "Pennsylvanian" follows the Pennsylvania Railroad's Main Line over the following trackage: