Category:Spin-offs of Conrail
Pages in category "Spin-offs of Conrail"
The following 59 pages are in this category, out of 59 total. This list may not reflect recent changes (learn more).
The following 59 pages are in this category, out of 59 total. This list may not reflect recent changes (learn more).
1. Conrail – Conrail, formally the Consolidated Rail Corporation, was the primary Class I railroad in the Northeastern United States between 1976 and 1999. Conrail is a portmanteau of consolidated and rail from the name of the company, the Federal Government created Conrail to take over the potentially profitable lines of multiple bankrupt carriers, including the Penn Central Transportation Company and Erie Lackawanna Railway. With the benefit of regulatory requirements being reduced, Conrail began to turn a profit in the 1980s and was turned over to private investors in 1987. Following Surface Transportation Board approval, CSX and NS took control in August 1998, the old company remains a jointly-owned subsidiary, with CSX and NS owning respectively 42 percent and 58 percent of its stock, corresponding to how much of Conrails assets they acquired. Each parent, however, has a voting interest. The primary asset retained by Conrail is ownership of the three Shared Assets Areas in New Jersey, Philadelphia, and Detroit, both CSX and NS have the right to serve all shippers in these areas, paying Conrail for the cost of maintaining and improving trackage. They also make use of Conrail to perform switching and terminal services within the areas, Conrail also retains various support facilities including maintenance-of-way and training, as well as a 51 percent share in the Indiana Harbor Belt Railroad. In the years leading to 1973, the railroad system of the United States was collapsing. Its largest Eastern railroad, the Penn Central Railroad, had declared bankruptcy in 1970, at its lowest point, PC was losing over $1 million a day and trains were becoming lost all over the railroad. In 1972, Hurricane Agnes damaged the rundown Northeast railway network and threatened the solvency of other railroads, in mid-1973, officials with the bankrupt Penn Central threatened to liquidate and cease operations by years end if they did not receive government aid by October 1. This threat to U. S. freight and passenger traffic galvanized the Congress to quickly create a bill to nationalize the bankrupt railroads, the Association of American Railroads, which opposed nationalization, submitted an alternate proposal for a government-funded private company. Judge Fullam forced the Penn Central to operate into 1974, when, on January 2, after threatening a veto, President Richard Nixon signed the Regional Rail Reorganization Act of 1973 into law. The 3R Act, as it was called, provided funding to the bankrupt railroads. The USRA was incorporated February 1,1974, and Edward G. Jordan, arthur D. Lewis of Eastern Air Lines was appointed chairman April 30, and the remainder of the board was named May 30 and sworn in July 11. Under the 3R Act, the USRA was to create a Final System Plan to decide which lines should be included in the new Consolidated Rail Corporation, unlike most railroad consolidations, only the designated lines were to be taken over. Other lines would be sold to Amtrak, various governments, transportation agencies. Controlled railroads and jointly owned railroads such as Pennsylvania-Reading Seashore Lines, the EL had been formed in 1960 as a merger of the Erie Railroad and Delaware, Lackawanna and Western Railroad. It too was bankrupt, but was somewhat stronger financially than the others and it was ruled reorganizable under Chapter 77 on April 30,1974, but on January 9,1975, with no end to its losses in sight, its trustees reconsidered and asked for inclusion
2. Cape May Seashore Lines – Cape May Seashore Lines is a short line railroad in southern New Jersey. It offers two services, a 30-mile round trip between Richland and Tuckahoe, and a 14-mile round trip between Rio Grande, Cold Spring Village, and Cape May City. The track is owned by New Jersey Transit and leased to CMSL, connections are provided with Conrails Beesleys Point Secondary, owned jointly by CSX and Norfolk Southern, at the north end in Tuckahoe. Tony Macrie has been president of CMSL since he formed the railroad in 1984 and these unconscionable and heinous acts of vandalism have caused extensive damage to the track structure, rendering the rail line impassable by any type of train movement. The Seashore Lines is actively exploring solutions to remediate this situation of ruinous proportions, CMSL operates both freight trains and excursion trains. At one time, the line that both excursions travel on was known as The Steel Speedway To The Shore. Eventually it became part of Conrail, which ended service on the line in 1981, ended freight service on October 10,1983. CMSL was founded by Tony Macrie in January 1984, regular train service between Cape May Court House and Cold Spring Village began in 1996. Service was extended in Cape May City in 1999 after repairs to the bridge crossing the Cape May Canal were completed. In 2005, mechanical issues with the Cape May Canal swing bridge prevented trains from entering the city of Cape May, although the bridge was repaired a year later, a severe storm in April 2007 damaged the tracks and left locomotives stranded in Tuckahoe. After a series of setbacks, passenger train service between Rio Grande and Cape May City resumed on August 17,2010. This is CMSLs main line between Tuckahoe and Cape May City, the investigating trooper informed them that several individuals associated with the theft had been arrested and charged with indictable offenses. Arrested on Monday, March 5, were a father and son team from the Villas section of Lower Township, New Jersey, the trooper also mentioned that the investigation was continuing, with the possibility of filing charges against additional individuals. The inspection was performed via track car and hi-rail truck, and their inspection concluded that the area of the theft encompassed approximately 6,800 linear feet of their main line. The actual theft of the OTM represented 75 percent of the amount of tie plates and spikes in that particular section of track. In their actions to remove the tie plates and spikes, the perpetrators also damaged and destroyed numerous cross ties, excursion trains did not run during the summer of 2012 due to the damage from the vandalism. The company offered rides to the public on speeder vehicles along several miles of track at the Cape May City end of the line, Macrie has stated that CMSL plans to have train service restored in 2013. As of November 2016, service to Cape May has not resumed, two of which are restored and in operating condition
3. Johnsonburg, Kane, Warren and Irvine Railroad – The Johnsonburg, Kane, Warren & Irvine Railroad Company filed a Certificate of Election to Dissolve on September 10,1985, and filed Articles of Dissolution on October 3,1986. Bradley, Richard E. Shortlining in Pennsylvanias North Country. Irvine, Warren, Kane, mcDonald, Charles W. Diesel Locomotive Rosters, U. S. Canada, Mexico
4. Reading Blue Mountain and Northern Railroad – The Reading Blue Mountain and Northern Railroad is a regional railroad operating in eastern Pennsylvania. Starting in 1985, the BM&R began operating passenger excursions over the line, the BM&R also began operating 3 additional state owned lines. In 1990, The Blue Mountain and Reading took ownership of 150 miles of track located in the Coal Region north of Reading, shortly thereafter, the company was renamed Reading Blue Mountain and Northern and relocated its headquarters from Hamburg to Port Clinton, PA. Throughout the 1990s and 2000s, the RBMN acquired more lines in northeastern PA, primarily of Reading, Central Railroad of New Jersey, and Lehigh Valley heritage. In the mid 1990s, the RBMN discontinued the regularly scheduled operations between Hamburg and Temple and instead focused on occasional excursions throughout the rest of its system. Despite the discontinuation of the Hamburg to Temple excursions, steam operations continued, in 1995, both of the RBMNs steam locomotives were present at the grand opening of Steamtown National Historic Site in Scranton, PA, though only 425 was operational. The two would remain at Steamtown until 1997, between 1998 and 2009, all steam operations were suspended. In 2005, regularly scheduled passenger excursions resumed with the introduction of the Lehigh Gorge Scenic Railway in Jim Thorpe, RBMN operates the following two main lines on 300 miles of track, Reading Division, Reading, Pennsylvania-Packerton, Pennsylvania along the Lehigh River. The line runs from Reading to Packerton along former Reading Company, at its south end, it connects to the Norfolk Southern Railways Reading Line, its east end is at the Norfolk Southerns Lehigh Line which parallels the RBMNs Lehigh Division. RBMN operated occasional passenger excursions utilizing restored steam locomotive #425, in addition, RBMN operates the Lehigh Gorge Scenic Railway, a heritage railway based in Jim Thorpe. The northern spur connects the yard in Binghamton, NY and thence to lower eastern New York State Delaware-Lackawanna Railroad – Pittston at the Duryea yard, the railroad spent $100,000 to transform an outdated and lightly used Pittston Yard near Wilkes-Barre. RBMN also purchased two new locomotives,101 rail cars and 6 miles of track between Monroeton and Towanda where much of Northeastern Pennsylvania’s Marcellus Shale economic activity is focused, official website Lehigh Gorge Scenic Railway railway operating on RBMN trackage RBMN Passenger Excursion Photos
5. Turtle Creek Industrial Railroad – The Turtle Creek Industrial Railroad was a short line railroad that operated in Pennsylvania. It was a wholly owned subsidiary of the Dura-Bond Corporation of Export, the TCKR was created when Conrail abandoned the line in 1982. The line runs from Export down the Turtle Creek valley until it joins with the Norfolk Southern Railway at Trafford, Pennsylvania. Historically the line ran further up the valley through White Valley and Delmont, in 2009, the line was devastated by a flash flood, leaving the railroad in a state of limbo with only limited service. In 2013, an agreement was reached to sell most of the railroad to Westmoreland County, as of June 2015, the tracks have been removed from most of the railbed, and work is in progress to make it into an extension of the Westmoreland Heritage Trail. Turtle Creek Industrial Railroad at Dura-Bond
6. Maryland and Delaware Railroad – These branches were omitted from the system plan for Conrail in 1976 and would have been discontinued without state subsidies. The railroad did not own any of the track it uses until 2000 when it acquired a line between Frankford, Delaware and Snow Hill, Maryland, from the Snow Hill Shippers Association. Today, the railroad operates on 120 miles of track and runs out of a station in Federalsburg. MDDE incorporated in the State of Maryland on June 20,1977 as a closely held, at that time, the states of Maryland and Delaware were paying subsidies to Conrail for branch lines, still owned by Penn Central, serving rural communities. The Maryland Department of Transportation selected MDDE to operate three of the branch lines in August 1977. These included the current Northern and Seaford Lines, and the branch between Clayton, Delaware and Easton, Maryland. Maryland purchased the two served by the MDDE Northern and Seaford Lines. Snow Hill Shippers Association purchased the branch known as the Snow Hill Line in 1982. MDDE became owner of the branch in 2000, MDDE was awarded a five-year contract by Delaware in 1994 to operate a branch between Ellendale, Delaware and Milton, Delaware, and another branch between Georgetown, Delaware and Lewes, Delaware. MDDE did not seek renewal of the Delaware contract and operation of the two lines was returned to the contractor, Delaware Coast Line Railroad, in 1999. The 5-year operating contract with the Maryland Department of Transportation for the North Line, two 5-year renewal options allow the contract to be extended until 2023. The Maryland and Delaware Railroad operates on three segments of track throughout the Delmarva Peninsula, each segment intersects the Delmarva Central Railroad, which interchanges with the Norfolk Southern Railway in Clayton, Delaware. The Seaford Line intersects the Delmarva Central Railroad in Seaford, Delaware and continues west towards Cambridge, Maryland, passing through Federalsburg, Maryland and Hurlock, the Snow Hill Line intersects the Delmarva Central Railroad in Frankford, Delaware and continues south towards Snow Hill, Maryland. Northern Line Seaford Line Snow Hill Line MDDE system map MDDE provides an engine for the Hurlock Express at the annual Hurlock Fall Festival. Train rides during the event, held on the first Saturday of October, run from the town of Hurlocks historic train station to Federalsburg. The town of Hurlock owns the station and two passenger cars. In 1892 Hurlock became the intersection of the Delaware Railroad and the Baltimore, Chesapeake and Atlantic Railway, the MDDEs Seaford Line is the only rail line now serving the town. Except for the Hurlock Fall Festival, MDDE does not provide passenger service
7. Housatonic Railroad – The Housatonic Railroad is a Class III railroad operating in southwestern New England. The Housatonic Railroad was also a company chartered in 1836 and leased by the New Haven in 1892 and it followed much the same route as the current company, but did not run west into New York. On February 19,1840, regular service began from Bridgeport to New Milford, construction began in February 1841, and it was completed on December 1,1842, the same day the line in Connecticut opened. The Housatonic Railroad leased the Berkshire Railroad on January 1,1843, the line opened on August 10,1838. On February 6,1844 the Berkshire Railroad leased the West Stockbridge and Hudson, on November 21,1854 the Western Railroad bought the Hudson and Berkshire, which became a branch from the Westerns line from Chatham to Hudson, and was abandoned east of Hudson. The West Stockbridge Railroad stayed part of the Housatonic system, the final section of main line was incorporated March 20,1847 as the Stockbridge and Pittsfield Railroad. This line split from the main line at Van Deusenville in Great Barrington and ran east. The full line opened on January 1,1850 under operation of the Housatonic, the Danbury and Norwalk Railroad opened in 1852 from Danbury south to Norwalk. The New York, Housatonic and Northern Railroad was chartered in 1863 to run from White Plains, New York northeast via Danbury to Brookfield and it was only built north of Danbury, and on May 1,1874 the Housatonic leased and opened it. On November 14,1888 a 3. 79-mile extension from Derby Junction to a point in Shelton was opened, the rest of the extension,9.79 mi from that point to the Housatonic Railroad at Botsford, was built by the Housatonic and opened on November 28. On July 9,1889 the Housatonic leased the New Haven, on July 1,1892 the New York, New Haven and Hartford Railroad leased the Housatonic, forming the Berkshire Division, it was merged on March 29,1898. By the end of the New Havens life, the Housatonics original main line had been abandoned south of Botsford, the main line was also gone between Brookfield and Hawleyville, with traffic using the branch to Danbury and old New York and New England Railroad. The Danbury and Norwalk was still in use, but most branches, including the main line to State Line. In 1982 the Boston and Maine Railroad bought the north of Canaan. Excursion trains began operating between Canaan and just south of Cornwall Bridge in November 1984, the rest of the line, south into New Milford, was made serviceable in 1989, giving the company two connections - the Boston and Maine Railroad in Canaan and Conrail in New Milford. That month the Housatonic bought the connecting Guilford trackage north to Pittsfield, Massachusetts, in December 1992 the Danbury Terminal Railroad acquired trackage and rights belonging to Conrail in southwestern Connecticut and southeastern New York. Maybrook Properties bought the former New Haven line from Beacon, New York east to Hopewell Junction, Hopewell Junction east to Derby, the Danbury Terminal operated this Maybrook Properties-owned trackage. Finally, it obtained overhead trackage rights over Metro-Norths Waterbury Branch from the east end of line at Derby south to Devon
8. Louisville and Indiana Railroad – The 106-mile line was purchased from Conrail in March 1994. Previous to Conrail, the line was owned by Penn Central, and before that and it serves the cities of Franklin, Sellersburg, Seymour and Columbus, Indiana, and also serves the former Clark Maritime Center, now Port of Indiana, Jeffersonville. In Louisville, the LIRC interchanges with the Paducah and Louisville Railway, CSX Transportation, traffic from them mostly is potash. In Indianapolis, the interchanges with CSX Transportation at Avon Yard approximately 7 miles west of the Circle City. The LIRC was briefly home to the Amtrak passenger train Kentucky Cardinal, inconvenient departure and arrival times, coupled with the prevailing 30-mph speed limit on the LIRC, led to the trains demise in 2003. The former express facility is now run by A&R Transport, which is a plastics transload facility, plastics make up the majority of the online business with the railroad. CSX negotiated trackage rights over portions of the LIRC in 2004, additionally, CSX has used rights over the LIRC as far north as Seymour, where it connects with another former B&O line from Cincinnati, Ohio to St. Louis, Missouri. These trains have used to bypass the congested CSX LCL Subdivision between Cincinnati and Louisville. The lines power includes GP39-2, GP38-2, and GP11s, there also is a GP16 on the property. Road trains are, CA, Day Train from Columbus to Avon Yard and back CJ, Night train from Columbus to Jeffersonville, Columbus Local, Runs from Columbus and does North work. Also switches industries on the old Madison Railroad line in South Columbus, most notable is the large Amcor P. E. T. Switches inbound and outbound CJ train, builds NS cut for the Transfer later in the day. Builds CSXT cut that their local train picks up, Transfer, Which runs from Jeff Yard to Clark Maritime Center, Norfolk Southern Railway interchange in Louisville, Kentucky. Also does industry work in Louisville, colgate, Switches industries on the Dutch Lane Runner in Jeffersonville
9. Eastern Shore Railroad – The Eastern Shore Railroad, Inc. was a Class III short-line railroad that began operations in October 1981 on the 96 mile former Virginia and Maryland Railroad line on the Delmarva Peninsula. The line connected Pocomoke City, Maryland, to Norfolk, Virginia, a rail ferry service was used to span the 26 mile water route across the Chesapeake Bay between Cape Charles, Virginia and Norfolk. Tug boats were contracted to move the two barges of 25 and 15 car capacity and this particular car float operation has been in continuous service since April 1885, and is one of only two remaining in the United States. The Eastern Shore railroad was taken over in February 2006 by Cassatt Management, train ferry, United States for a list of current and former car floats and train ferries Bay Coast Railroad
10. Falls Road Railroad – The Falls Road Railroad is a Class III short line railroad owned by Genesee Valley Transportation. The railroad operates in Niagara, Orleans, and Monroe counties in New York, the railroads right-of-way consists of 41.69 miles of track, known as the Falls Road Branch, that were acquired from Conrail on October 15,1996. A yard and engine house are maintained in Lockport, NY, the railroad is known for their use of Alco locomotives. The name Falls Road originates from the Lockport and Niagara Falls Railroad, the term Falls Road Branch was adopted by New York Central, and later Conrail, to refer to the section of railroad track between Lockport and Rochester, New York. In 1994, Conrail abandoned twelve miles of track between Rochester and Brockport, New York, the Falls Road Branch now terminates in Brockport, the Falls Road provides rail service to the Western New York Energy, LLCethanol plant near Medina, New York. This is the first such plant in the state, the Falls Road Railroad, like all other GVT properties is Alco powered. At this time, the railroad is using one New York Central vintage RS32 as well as one Nickel Plate vintage RS-11, the 2035 is the primary engine however,1802 will be used on days when an extra train, such as a passenger excursion or snowplow is needed. When the year 2000 came around, the Falls Road was operating locomotives #1802, by 2006 #1802 still remained, but #1804 was long gone and on another Genesee Valley Transportation shortline. #334 came to take #1804s spot, by the year 2008 #1802 continues to serve the FRR, however #334 was shipped out and sold to another company who repainted her on another shortline thats not GVT owned. #2035 came to take #334s place, ever since #334 was replaced by #2035, the power has remained the same. #1802 is still on the FRR, and since the words FALLS ROAD RAILROAD are painted on her side, there is no sign of her leaving anytime soon. #2035 is also still on the FRR, however with #2035 having GENESEE VALLEY painted on the side, hopefully it remains for a while, but there is the possibility of it leaving. Nothing can predict the future of the FRR power, the current two locomotives, RS-32 #2035 and RS-11 #1802, are the only two locomotives currently operating on the Falls Road Railroad. #2035 is the locomotive, because it is a Low Hood. #1802 is used on extra trains when 2035 is busy and this can include an excursion, corn train, ethanol train, or snow plow. 1802 is a High Hood, so the visibility is a bit less than 2035, the FRR regularly runs excursions for the Medina Railroad Museum, and if the freight local is busy being worked by 2035,1802 is put in for the excursion. Also, sometimes corn trains are needed to go to Medina for the ethanol plant, if the train is long enough,1802 will help 2035 running double teamed. If 2035 is on the local,1802 will step in to take the corn or ethanol train where it needs to go, even though snowfall heavy enough to make the FRR break out their big plow is rare, sometimes it has to be done
11. Finger Lakes Railway – The Finger Lakes Railway is a class III railroad in the Finger Lakes region of New York. The Finger Lakes Railway began operation on July 23,1995 and operates in Onondaga, Cayuga, Seneca, Ontario, Schuyler, between 2001 and 2013, the railroad operated a heritage railroad known as the Finger Lakes Scenic Railway which offered passenger train excursions. The FGLK operates 18 diesel locomotives on 118 miles of ex Conrail trackage, formerly owned by the New York Central Railroad, the Pennsylvania Railroad, FGLK main route runs from Syracuse to Canandaigua, New York over a distance of 76 miles. Once part of the New York Central Railroad and known as the Auburn Road, it all the way back to the Auburn. At Syracuse, New York the FGLK interchanges with CSX Transportation, travelling west, the line passes through Solvay, Camillus, Skaneateles Junction, Sennett, Auburn, Aurelius, Cayuga, Seneca Falls, and Waterloo. At Geneva, New York, there is a connection with Norfolk Southern Railways Corning Secondary, continuing west, the line passes through Phelps Junction and Clifton Springs. In Shortsville, the comes to the terminus of the Ontario Central Railway. Finally, the line arrives at Canandaigua, New York, branch line to Kendaia/Romulus The FGLK operates a portion of the ex-Lehigh Valley Railroad mainline from Geneva to Kendaia running south on the east side of Seneca Lake. This was the Lehigh Valleys mainline from Waverly, New York to Buffalo and this line saw much action during World War II and the Cold War with many military movements in and out of the Seneca Army Depot until it closed in the summer 1998. The now-closed base has a large yard which at current time is used for rail car storage by the Finger Lakes Railway. The local industrial development agency works to new industries to locate at the abandoned Depot because of the rail infrastructure. Branch line from Penn Yan to Watkins Glen The Penn Yan, only a small section of this line extends from Watkins Glen to Bellona. Ontario Central FGLK acquired the Ontario Central Railway in October 2007, previously the line had been owned by the Livonia, Avon and Lakeville Railroad. It consists of 13.3 miles of ex-Lehigh Valley trackage that was part of the Sayre-Buffalo mainline that also makes up the Kendaia branch, the two railroads connect near Shortsville, New York. The Finger Lakes Railway is predominantly a freight company, and works to serve the customers and haul goods in a quick, FGLK handles about 18,000 cars of freight each year. They handle a variety of goods serving the local agricultural. The FGLK once operated a service as a heritage railroad. Operations began in October 2001 with four coaches having been purchased second-hand from Via Rail in late 1998, the cars arrived in the winter of 1999 after the seats were replaced