P & R decided therefore for the conversion to a double-railed arch bridge made of reinforced concrete. The reconstruction of the bridge took place in the years 1920 to 1924. First, new concrete was built between the original pillars, then reinforced the old sandstone brick by a concrete coating and finally all pillars connected by 46 sheets of reinforced concrete, where one after the other always a complete Half of the bridge between the two banks was built. To ensure the ongoing operation of about 75 trains daily, used in the first conversion phase, the track on the old trusses. From July 1922 it was then used the first track on the downstream newly created first half of the arch bridge and continued with the construction of the second half. A later extension of the bridge on the Harrisburg side increased the total number of bows to 51. The exact date of this extension is unknown. However, it took place at the latest in the 1940s, as images from this decade prove. As a result of the bankruptcy of several railway companies in the 1970s - including the successors of the P&R (Reading Company) and the PRR (Penn Central) - 1976, the state rescue company Conrail was formed, in their possession of the Susquehanna railway bridges went over. In 1999, Conrail was acquired by Norfolk Southern Railway and CSX Transportation. The Philadelphia and Reading Railroad Bridge went to the Norfolk Southern Railway, which it uses for its rail freight service between Harrisburg in Pennsylvania and Hagerstown in Maryland (Lurgan Branch), but also partially approved use by CSX Transportation. Description The 1924 completed part of the arch bridge consists of 45 arches with a span of just over 23 m and a final arc on the west bank (Lemoyne side) with 21.5 m (each measured from the center of the arrow). This is followed by the abutment a 21 m long girder bridge with solid wall girders. The total length of the original bridge is about 1090 m. Later, the bridge was extended by five arches of similar span on the east bank (Harrisburg side) and thus extended by about 100 m. From the west to the east bank, the bridge has a gradient of 7 ‰, which reduces the height of the track level above normal water level from 24 m to 17 m. The bridge was designed to guarantee