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Conrail, the Consolidated Rail Corporation, (reporting mark CR), was the primary Class I railroad
Class I railroad
in the Northeastern United States
Northeastern United States
between 1976 and 1999, when its routes were split between the CSX Corporation and Norfolk Southern Railway. Conrail, a portmanteau of "consolidated" and "rail" from the name of the company, operates now as a joint-subsidiary for some limited functions. The Federal Government created Conrail
Conrail
to take over the potentially profitable lines of multiple bankrupt carriers, including the Penn Central Transportation Company and Erie Lackawanna
Erie Lackawanna
Railway. After railroad regulations were lifted by the 4R Act and the Staggers Act, Conrail
Conrail
began to turn a profit in the 1980s and was turned over to private investors in 1987. The two remaining Class I railroads in the East, CSX Transportation
CSX Transportation
and the Norfolk Southern Railway
Norfolk Southern Railway
(NS), agreed in 1997 to split the system approximately equally, returning rail freight competition to the Northeast by essentially undoing the 1968 merger of the Pennsylvania Railroad
Pennsylvania Railroad
and New York Central Railroad
New York Central Railroad
that created Penn Central. Following Surface Transportation Board
Surface Transportation Board
approval, CSX and NS took control in August 1998, and on June 1, 1999, began operating their portions of Conrail. 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 Conrail's assets they acquired. Each parent, however, has an equal voting interest. The primary asset retained by Conrail
Conrail
is ownership of the three Shared Assets Areas
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
Conrail
for the cost of maintaining and improving trackage. They also make use of Conrail
Conrail
to perform switching and terminal services within the areas, but not as a common carrier, since contracts are signed between shippers and CSX or NS. Conrail
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.

Contents

1 History

1.1 Context: 1973–1976 1.2 Operation: 1976–1986

1.2.1 Commuter rail
Commuter rail
operations

1.3 Breakup 1997–1999

2 Locomotives 3 Signals 4 Preservation 5 Heritage unit 6 See also 7 Footnotes 8 References 9 External links

History[edit] Context: 1973–1976[edit] In the years leading to 1973, the freight railroad system of the United States was collapsing. Although government-funded Amtrak
Amtrak
took over intercity passenger services in 1971, railroad companies continued to lose money due to extensive government regulations, expensive and excessive labor cost, competition from other transportation modes, declining industrial business, and other factors.[1] Its largest Eastern railroad, the Penn Central Railroad, had declared bankruptcy in 1970, after less than three years of existence. Formed in 1968 by the merger of the New York Central Railroad
New York Central Railroad
and Pennsylvania Railroad
Pennsylvania Railroad
(and supplemented in 1969 by the New York, New Haven and Hartford Railroad), the PC was created with almost no plans to merge the varied corporate cultures, and the resulting company was a hopelessly entangled mess.[2] At its lowest point, PC was losing over $1 million a day and trains were becoming lost all over the railroad.[3] In 1972, Hurricane Agnes
Hurricane Agnes
damaged the rundown Northeast railway network and threatened the solvency of other railroads, including the somewhat more solvent Erie Lackawanna
Erie Lackawanna
(EL). In mid-1973, officials with the bankrupt Penn Central threatened to liquidate and cease operations by year's 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.[4] The "3R Act," as it was called, provided interim funding to the bankrupt railroads and defined a new Consolidated Rail Corporation under the Association of American Railroads' plan.[citation needed] The 3R Act also formed the United States Railway Association (USRA), another government corporation, taking over the powers of the Interstate Commerce Commission
Interstate Commerce Commission
with respect to allowing the bankrupt railroads to abandon unprofitable lines.[5] The USRA was incorporated February 1, 1974, and Edward G. Jordan, an insurance executive from California, was named president on March 18 by Nixon. Arthur D. Lewis of Eastern Air Lines
Eastern Air Lines
was appointed chairman April 30, and the remainder of the board was named May 30 and sworn in July 11.[citation needed]

The 1975 Final System Plan left major parts of the Erie Lackawanna Railway and Reading Company
Reading Company
out of Conrail

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 state governments, transportation agencies, and solvent railroads. The few remaining lines were to remain with the old companies along with all previously abandoned lines, many stations, and all non-rail related properties, thus converting most of the old companies into solvent property holding companies. The plan was unveiled July 26, 1975, consisting of lines from Penn Central and six other companies—the Ann Arbor Railroad (bankrupt 1973), Erie Lackawanna Railway (1972), Lehigh Valley Railroad
Lehigh Valley Railroad
(1970), Reading Company (1971), Central Railroad of New Jersey
Central Railroad of New Jersey
(1967) and Lehigh and Hudson River Railway (1972). Controlled railroads and jointly owned railroads such as Pennsylvania-Reading Seashore Lines
Pennsylvania-Reading Seashore Lines
and the Raritan River Railroad (1980) were also included (See list of railroads transferred to Conrail
Conrail
for a full list).[6] It was approved by Congress on November 9, and on February 5, 1976 President Gerald Ford signed the Railroad Revitalization and Regulatory Reform Act of 1976, which included this Final System Plan, into law.[7][8] The EL had been formed in 1960 as a merger of the Erie Railroad
Erie Railroad
and Delaware, Lackawanna and Western Railroad. It too was bankrupt, but was somewhat stronger financially than the others. It was ruled reorganizable under Chapter 77 on April 30, 1974 (as had the Boston and Maine Railroad), but on January 9, 1975, with no end to its losses in sight, its trustees reconsidered and asked for inclusion. The Final System Plan assigned a major section of the EL, from northern New Jersey west to northeast Ohio, to be sold to the Chessie System, which would help spur competition in Conrail's territory. Chessie however could not reach an agreement with EL labor unions, and in February 1976 announced that it would not be buying the EL section. The USRA hurriedly assigned large amounts of trackage rights to the Delaware and Hudson Railway, allowing it to compete in the Philadelphia, Pennsylvania, and Washington, D.C., markets.[9] The State of Michigan
Michigan
decided to keep operational the full Ann Arbor Railroad, of which Conrail
Conrail
would run only the southernmost portion. Michigan
Michigan
bought it and the whole line was operated by Conrail
Conrail
for several years until it was sold to a short line.[citation needed] Operation: 1976–1986[edit]

An earlier Conrail
Conrail
logo, nicknamed the "can opener" by railfans

Conrail
Conrail
was incorporated in Pennsylvania
Pennsylvania
on October 25, 1974, and operations began April 1, 1976. The government owned 85% with employees owning the remaining 15%.[10] The theory was that if the service was improved through increased capital investment, the economic basis of the railroad would be improved. During its first seven years, Conrail
Conrail
proved to be highly unprofitable, despite receiving billions of dollars of assistance from Congress. The corporation declared enormous losses on its federal income tax returns from 1976 through 1982, resulting in an accumulated net operating loss of $2.2 billion during that period. Congress once again reacted with support by passing the Northeast Rail Service Act of 1981 (NERSA),[11] which amended portions of the 3R Act by exempting Conrail
Conrail
from liability for any state taxes[12] and requiring the Secretary of Transportation to make arrangements for the sale of the government's interest in Conrail.[13] After NERSA was implemented, Conrail, under the aggressive leadership of L. Stanley Crane[14][15] began to improve and reported taxable income between $2 million and $314 million each year from 1983 through 1986. Although Conrail's government-funded rebuilding of the dilapidated infrastructure and rolling stock it inherited from its six predecessors succeeded by the end of the 1970s in improving the physical condition of tracks, locomotives, and freight cars, the fundamental economic regulatory issues remained, and Conrail
Conrail
continued to post losses of as much as $1 million a day. Conrail
Conrail
management, recognizing the need for more regulatory freedoms to address the economic issues, were among the parties lobbying for what became the Staggers Act
Staggers Act
of 1980, which significantly loosened the Interstate Commerce Commission's rigid economic control of the rail industry. This allowed Conrail
Conrail
and other carriers the opportunity to become profitable and strengthen their finances.[16] The Staggers Act
Staggers Act
allowed the setting of rates that would recover capital and operating cost (fully allocated cost recovery) by each and every route mile the railroad operated. There would be no more cross-subsidization of costs between route-miles (that is, revenue on profitable route segments were not used to subsidize routes where rates were set at intermodal parity, yet still did recover fully allocated costs). Finally, where current and/or future traffic projections showed that profitable volumes of traffic would not return, the railroads were allowed to abandon those routes, shippers and passengers to other modes of transportation. Under the Staggers Act, railroads, including Conrail, were freed from the requirement to continue money-losing services.

Conrail
Conrail
transfer caboose 18065 brings up the rear of a local freight passing Porter, Indiana, in the early 1990s

Conrail
Conrail
began turning a profit by 1981, the result of the Staggers Act freedoms and its own managerial improvements under the leadership of L. Stanley Crane,[14][15] who had been chief executive officer of the Southern Railway.[17] While the Staggers Act
Staggers Act
helped immensely in allowing all railroads to more easily abandon unprofitable rail lines and set its own freight rate, it was under Crane's leadership that Conrail
Conrail
truly became a profitable operation. Soon after Crane took office in 1981 he shed another 4,400 miles from the Conrail
Conrail
system in the following two years, which accounted for only 1% of the railroad's overall traffic and 2% of its profits while saving it millions of dollars in maintenance costs.[3] NERSA relieved Conrail
Conrail
of its requirement to provide commuter service on the Northeast Corridor, further improving its finances. In 1984, the government put its 85% share up for sale. Bids were received from Alleghany Corporation, Citibank, an employee buyout, Guilford Transportation Industries, Norfolk Southern Railway
Norfolk Southern Railway
and a consortium headed by J. Willard Marriott.[18][19][20][21] On February 8, 1985 Secretary of Transportation Elizabeth Dole
Elizabeth Dole
announced Norfolk Southern Railway as the successful bidder.[22][23] After considerable debate in Congress, the Conrail
Conrail
Privatization Act of 1986 was signed into law by President Reagan on October 21, 1986. However, in August 1986, Norfolk Southern had withdrawn its bid citing Congress delays and taxation changes.[24] The government decided its interest in Conrail
Conrail
would then be sold by the then-largest initial public offering in US history.[25][26][27] The sale was effective from March 26, 1987 when Conrail's stock, worth $1.65 billion, was sold to private investors.[28][29] Commuter rail
Commuter rail
operations[edit] Conrail
Conrail
inherited the commuter rail operations of its predecessor lines, and operated them until 1983, when these services were transferred to state or metropolitan transit authorities (except for those within the Massachusetts Bay Transportation Authority
Massachusetts Bay Transportation Authority
service district, which were transferred to the Boston and Maine Railroad, under contract to the MBTA, in March 1977[30]). Except for MARC, the transit authorities purchased the track and right-of-way on which their commuter operations ran, leaving Conrail
Conrail
freight operations as a tenant.

Boston: MBTA Commuter Rail Lower Hudson Valley of New York State and southwest Connecticut: Metro-North Railroad New Jersey: New Jersey
New Jersey
Transit Philadelphia: SEPTA Regional Rail Maryland: MARC Train
MARC Train
[31] Pennsylvania: PennDOT

Breakup 1997–1999[edit] With Conrail's increasing success, its two eastern rail competitors, CSX Transportation
CSX Transportation
and Norfolk Southern Railway, engaged in a takeover battle to control the railroad and expand their systems. In 1997, however, the two railroads struck a compromise agreement to jointly acquire Conrail
Conrail
and split most of its assets between them, with Norfolk Southern acquiring a larger portion of the Conrail
Conrail
network via a larger stock buyout.[32] Under the final agreement approved by the Surface Transportation Board, Norfolk Southern acquired 58 percent of Conrail's assets, including roughly 6,000 Conrail
Conrail
route miles, and CSX received 42 percent of Conrail's assets, including about 3,600 route miles.[33] The buyout was approved by the Surface Transportation Board
Surface Transportation Board
(successor agency to the Interstate Commerce Commission) and took place on August 22, 1998. Under the control of lawyer-turned CEO Tim O'Toole, the lines were transferred to two newly formed limited liability companies, to be subsidiaries of Conrail
Conrail
but leased to CSX and Norfolk Southern, respectively New York Central Lines (NYC) and Pennsylvania Lines (PRR). The NYC and PRR reporting marks, which had passed to Conrail, were also transferred to the new companies, and NS also acquired the CR reporting mark. Operations under CSX and NS began June 1, 1999.[34] As the names indicated, CSX acquired the former New York Central Railroad main line from New York City
New York City
and Boston, Massachusetts
Boston, Massachusetts
to Cleveland, Ohio, and the former Cleveland, Cincinnati, Chicago and St. Louis Railway (NYC Big Four) line to Indianapolis, Indiana
Indianapolis, Indiana
(continuing west to East St. Louis, Illinois
East St. Louis, Illinois
on a former Pittsburgh, Cincinnati, Chicago and St. Louis Railroad (PRR Panhandle Route line), while Norfolk Southern got the former Pennsylvania Railroad
Pennsylvania Railroad
main line and Cleveland
Cleveland
and Pittsburgh Railroad from Jersey City, New Jersey
New Jersey
to Cleveland, and the rest of the former NYC main line west to Chicago, Illinois. Thus the Conrail
Conrail
"X" was neatly split in two, CSX getting one diagonal from Boston to St. Louis and Norfolk Southern the other from New York to Chicago. The two lines cross at a bridge southeast of downtown Cleveland
Cleveland
(41°26′49″N 81°37′37″W / 41.447°N 81.627°W / 41.447; -81.627), where the former Cleveland
Cleveland
and Pittsburgh Railroad crosses over the NYC's former Cleveland
Cleveland
Short Line Railway around the south side of Cleveland. In three major metropolitan areas - North Jersey, South Jersey/Philadelphia, and Detroit
Detroit
- Conrail
Conrail
Shared Assets Operations continues to serve as a terminal operating company owned by both CSX and NS. The Conrail Shared Assets Operations
Conrail Shared Assets Operations
arrangement was a concession made to federal regulators who were concerned about the lack of competition in certain rail markets and logistical problems associated with the breaking up the Conrail
Conrail
operations as they existed in densely populated areas with many local customers. The smaller Conrail
Conrail
operation that exists today serves rail freight customers in these markets on behalf of its two owners. A fourth area, the former Monongahela Railway
Monongahela Railway
in southwest Pennsylvania, was originally owned jointly by the Baltimore and Ohio
Ohio
Railroad, Pennsylvania Railroad
Pennsylvania Railroad
and Pittsburgh and Lake Erie Railroad. Conrail
Conrail
absorbed the company in 1993, and assigned trackage rights to CSX, the successor to the B&O and P&LE. With the Conrail
Conrail
breakup, those lines are owned by NS, but the CSX trackage rights are still in place. Locomotives[edit]

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Conrail
Conrail
6114, a GE Dash 8-40CW, leads a train westbound out of Altoona, Pennsylvania.

A Conrail
Conrail
train led by EMD GP40
EMD GP40
3209 at Duncannon, Pennsylvania.

Conrail
Conrail
was divided between Norfolk Southern Railway
Norfolk Southern Railway
and CSX Transportation in 1999, with all remaining locomotives having been repainted, but ex-CR units can be spotted. CR units had similar features such as "Bright Future" blue paint, flashing ditch lights, and Leslie RS-3L horns. Another key spotting feature is ditchlights mounted under the locomotive's front deck. This is a preference different from Norfolk Southern, who orders their locomotives with the lights above the deck. Marker lights, or class lights, were also a preference of Conrail. Most Conrail
Conrail
engines still have marker lights on CSX, while NS opted to remove them. All Conrail
Conrail
locomotives that went to CSX were re-painted into CSX colors. All of the Conrail
Conrail
units owned by NS have been either repainted or retired, as the last unit in 'Big Blue' being NS 8312, was retired. Conrail
Conrail
was the only railroad to receive EMD SD80MACs (the Chicago North & Western were originally supposed to receive SD80MACs with marker lights, but when that railroad merged with Union Pacific, the order was rescinded) and were separated evenly between CSX and NS. Conrail
Conrail
had a different scheme for these locomotives and also the SD70MAC, with a large white, cone shaped line on the front, bearing " Conrail
Conrail
Quality". The SD70MACs weren't fitted with marker lights, as it would be useless when given to NS and CSX. This goes along with the standard-cab SD70, Conrail's final order of locomotives, as they were in Norfolk Southern's preferred numbering (the 2500 series). In early 2015, the remaining 12 ex- Conrail
Conrail
SD80MACs owned by CSX, were purchased by Norfolk Southern, and renumbered 7217-7228. Most have been repainted, and currently all of them still have red marker lights intact, but it is unclear whether or not they will be removed. Signals[edit]

PRR position light signal

Since Conrail
Conrail
acquired many separate railways, and the North American railway signalling system is not standardized, operators needed to qualify on as many as seven different signalling systems. The varying systems include, but are not limited to, the PRR position light signals, the NYC searchlight signals and tri-light signals, and the EL tri-light[citation needed] signals. The NYC tri-light was adopted as Conrail's systemwide standard for new signal installations. Most of the existing technologies were defined by the Northeast Operating Rules Advisory Committee (NORAC).[35] Conrail
Conrail
had its own, unique tri-light signal modernization program that was applied to many routes. Today, most Northeastern railroads associated with former Conrail
Conrail
assets are working towards standardization of all systems as vertical color light signals. Meanwhile, Amtrak
Amtrak
uses a modified version of the PRR position light signals called "Position Color Lights".

Preservation[edit]

Conrail
Conrail
Historical Society

Founded 1995

Founder Kermit Geary, Jr.

Type 501(c)(3)

Location

Marysville, Pennsylvania

Members

500+

Website www.thecrhs.org

The Conrail
Conrail
Historical Society, Inc., is a 501(c)(3) non-profit organization based in Marysville, Pennsylvania. The society aims to preserve and restore equipment, items pertaining to, and photographs of Conrail, specifically and of American railroading in general. As of 2015, the group publishes a quarterly magazine and a calendar, as well as other occasional mailings. Previous conventions have been held in Altoona, Pennsylvania, Philadelphia, Cleveland, and Warren, Ohio. More recent preservation activities include completion of the cosmetic restoration of caboose 21165 and significant metalwork and floor-replacement on gondola 67257. The CRHS owns seven pieces of on-track equipment: caboose 21165 and track car 328, G36L class Gondola 67257, F41 class flat car 715788, CR MOW Camp car 62610, N11 caboose 18452, and former Triple Crown RoadRailer TCSZ 463491.[36] A small railroad in southwestern Minnesota
Minnesota
owns an EMD SW1200 locomotive, no. 9330, still painted in Conrail
Conrail
blue. A preserved Conrail
Conrail
ex-PRR GP30 is on display at the Railroad Museum of Pennsylvania. Heritage unit[edit] To mark its 30th anniversary, Norfolk Southern painted 20 new locomotives with the paint schemes of predecessor railroads. The first, on March 15, 2012, was GE ES44AC
GE ES44AC
#8098 in Conrail
Conrail
blue with the "can opener" logo.[37][38] See also[edit]

Railways portal

Defunct railroads of North America History of rail transport in the United States List of companies transferred to Conrail

Footnotes[edit]

^ Stover (1997), p. 226. ^ Stover (1997), p. 233–234. ^ a b American-Rails.com. "Conrail, The Consolidated Rail Corporation". Retrieved 2010-12-17.  ^ Regional Rail Reorganization Act of 1973, Pub.L. 93-236, 87 Stat. 985, 45 U.S.C. § 741. Approved 1974-01-02. Note: The approved bill was also called the "Northeast Region Rail Services Act." Section 1 of Pub.L. 93–236 provided that the law may be cited as " Regional Rail Reorganization Act of 1973." See 45 U.S.C. 701 note. ^ Keeffe, Arthur John (July 1974). "Current Legal Literature: Hear That Whistle Down the Line?". ABA Journal. American Bar Association. 60: 860.  ^ U.S. Railway Association (USRA), Washington, DC (1975-02-26). "Fact Sheet: The Preliminary System Plan for Restructuring the Railroads of the Northeast and Midwest." ^ Railroad Revitalization and Regulatory Reform Act, Pub. L. 94-210, 90 Stat. 31, 45 U.S.C. § 801. 1976-02-05. ^ USRA (1975-07-26). Final System Plan for Restructuring Railroads in the Northeast and Midwest Region pursuant to the Regional Rail Reorganization Act of 1973. ("FSP"): Vol. 1[permanent dead link].Vol. 2[permanent dead link] ^ "The Delaware and Hudson Railway".  ^ " Conrail
Conrail
off to a good start" Railway Gazette International March 1977 page 93 ^ Northeast Rail Service Act of 1981, Pub. L. 97-35, 45 U.S.C. ch. 20, 1981-08-13. ^ 45 U.S.C. § 727(c) ^ 45 U.S.C. § 761. ^ a b "NAE Website - Mr. L. Stanley Crane".  ^ a b L. Stanley Crane (born in Cincinnati, 1915) raised in Washington, lived in McLean before moving to Philadelphia
Philadelphia
in 1981. He began his career with Southern Railway after graduating from The George Washington University with a chemical engineering degree in 1938. He worked for the railroad, except for a stint from 1959 to 1961 with the Pennsylvania
Pennsylvania
Railroad, until reaching the company's mandatory retirement age in 1980. Crane went to Conrail
Conrail
in 1981 after a distinguished career that had seen him rise to the position of CEO at the Southern Railway. He died of pneumonia on July 15, 2003 at a hospice in Boynton Beach, Florida.] ^ Staggers Rail Act
Staggers Rail Act
of 1980, Pub. L. 96-448, 94 Stat. 1895. Approved 1980-10-14. ^ Phillips, Christopher (March 1994). "This Railroad Is Building Up Speed". Kiplinger's Personal Finance. p. 38.  ^ Guilford says its bid for Conrail
Conrail
is best Washington Post
Washington Post
June 9, 1984 ^ " Conrail
Conrail
bidders down to three" Railway Gazette International November 1984 page 836 ^ Norfolk Rail Firm Favored as Conrail
Conrail
Buyer Los Angeles Times
Los Angeles Times
January 14, 1985 ^ The Great Conrail
Conrail
Sweepstakes Fortune Magazine
Fortune Magazine
February 18, 1985 ^ US Agrees to Sale of Conrail: But Norfolk Southern's Buy-Out is Opposed Los Angeles Times
Los Angeles Times
February 9, 1985 ^ "Norfolk Southern named as Conrail
Conrail
buyer" Railway Gazette International March 1985 page 158 ^ "NS withdraws Conrail
Conrail
bid" Railway Gazette International October 1986 page 691 ^ Conrail
Conrail
Privatization Act, Pub. L. 99–509, title IV, subtitle A (§4001 et seq.), Oct. 21, 1986, 100 Stat. 1892, 45 U.S.C. § 1301 et seq.[dead link] ^ "Conrail: History".  ^ " Conrail
Conrail
goes on public sale" Railway Gazette International December 1986 page 849 ^ Sterngold, James (1987-03-27). "85% U.S. Stake in Conrail
Conrail
Sold for $1.6 Billion". New York Times. Retrieved 17 March 2011.  ^ " Conrail
Conrail
fetches $1.6bn in Wall Street sale" Railway Gazette International May 1987 page 263 ^ Belcher, Jonathan (26 December 2015). "Changes to Transit Service in the MBTA district" (PDF). NETransit. Retrieved 26 February 2016.  ^ Maryland Transit Administration. Baltimore, MD. "History of MARC Train." Archived 2010-11-15 at the Wayback Machine. Accessed 2011-03-16. ^ "NS and CSX agree Conrail
Conrail
carve-up" Railway Gazette International May 1997 page 271 ^ " Conrail
Conrail
Chugs Off Into the Sunset; CSX and Norfolk Southern Take Over". The New York Times. 1 June 1999.  ^ EuDaly et al. 2009, p. 72 ^ http://www.railroad-signaling.com. "Signal Aspects." Reference chart of NORAC signals with illustrations. Accessed 2010-11-21. ^ " Conrail
Conrail
Historical Society Preservation Projects". Archived from the original on 2014-02-15.  ^ Heritage Locomotives Norfolk Southern ^ Norfolk Southern Heritage Locomotives Norfolk Southern

References[edit]

Jacobs, Timothy (1996). History of the Pennsylvania
Pennsylvania
Railroad. New York: Smithmark. ISBN 0-517-63351-5.  "PRR Chronology" EuDaly, Kevin; Schafer, Mike; et al. (2009). The Complete Book of North American Railroading. Minneapolis: Voyageur Press. ISBN 978-0-7603-2848-4. OCLC 209631579.  H. Roger Grant, Life and death of Erie Lackawanna, Trains February 1992 Bill Stephens and Craig Sanders, Cleveland: center of controversy, Trains July 1998 Stover, John F. (1997). American Railroads (2nd ed.). Chicago: University of Chicago Press. ISBN 978-0-226-77658-3.  Withers, Paul (1997). Conrail, The Final Years: 1992-1997. Halifax, PA: Withers Publishing. ISBN 978-1-881411-15-4.  "A Brief History of Conrail". Consolidated Rail Corporation. 2003. Archived from the original on 2010-11-21. Retrieved 2011-02-16. 

External links[edit] Media related to Conrail
Conrail
at Wikimedia Commons

Official website Conrail
Conrail
Historical Society Decision FD-33388 ( Surface Transportation Board
Surface Transportation Board
final decision about the Conrail
Conrail
split) List and Family Trees of North American Railroads The Special
Special
Court Reporter available at Hagley Museum and Library constitutes a step-by-step account of the Special
Special
Court's proceedings and the playing out of the final stages of railroad reorganization in the Northeast.

v t e

Class I railroads of North America

Current

United States

AMTK BNSF CP- D&H, SOO CSXT CN- GTC KCS NS UP

Canada

CN CP VIA

Mexico

FXE KCSM

Former (1956–present)

AA ACL AC&Y AGS ASAB AT&N AT&SF AUT A&WP B&AR B&M BN B&O CAR&NW CB&Q C&EI CG CGW C&IM CNJ CNO&TP C&NW C&O CPME CR CRR C&S CS CSPM&O CV C&W C&WC DL&W DM&IR D&RGW DSS&A DT&I D&TSL DW&P EJ&E EL ERIE FEC FW&D GA GB&W G&F GM&O GN GS&F GTW IC ICG ITC KO&G L&A L&HR LI L&M L&N L&NE LS&I LV MEC MGA MI MILW/CMStP&P MIS MKT MN&S MON MP M&STL NC&STL NH NKP/ NYC&StL NYS&W NO&NE NP NS N&W NWP NYC NYCN NYO&W PC P&LE P&N PRR PRSL P&WV RDG RF&P RUT QA&P RI/CRIP S&A SAL SBD SCL SD&AE SI SIRT SLSF SLSFTX SN SOU SP SP&S SSW TC TFM TM T&NO T&P TP&W VGN WA WAB WC WM WP

(pre–1956)

A AB&A AB&C AC A&D AE A&NM A&STL A&V BA&P BC&A B&G BRI BR&P B&S BSL&W C&A CA&C C&C CC&CS CCC&STL CD&C C&E C&G CH&D C&I CINN CI&S CI&W CL&N CM CM&PS CNE CNNE CNOR C&OIN CP&STL CPVT CRI&G CR&NW CRP CS CTH&SE CV&M CVRR DGH&M D&IR D&M DM&N DNW&P D&SL EI&TH EP&SW E&TH F&CC FJ&G FS&W FW&RG GC&SF GH&SA GM&N GR&I G&SI HE&WT H&TC HV ICRY IGN ISRR KCM&O KCM&OTX K&M LA&SL LA&T LE&W LH&STL LR&N LR&NTX LS&MS LW M&A MC MD&V M&I MKTTX MLR ML&T M&NA M&O MO&G MSC MSP&SSM MTR MV NAL NCRY NJ&NY NN NOGN NOM&C NOT&M NYP&N OCAA OE OR&L OSL OWRN PB&W PCC&STL PCO PE P&E PERK PM P&NT PRDG P&S P&SF PS&N QO&KC SA&AP SAU&G SB&NY SD&A SFP&P S&IE SIND SJ&GI SKTX SLB&M SLIM&S SOUMS SSWTX SUN T&BV T&FS T&N T&OC TSTL&W U&D UTAH VAND VS&P V&SW WF&NW WF&S WJ&S W&LE WPT WSN WV Y&MV

Timeline

1910–29 1930–76 1977–present

Railroads in italics meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no

.