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In January 2017, short-line operator OmniTrax, via subsidiary Decatur Central Railroad, took over operations of of track north of Decatur to Cisco that had previously been part of the Decatur Junction. The change in operators left the Decatur Junction with a line running from Elwin, near Decatur, south to Assumption.
The Winamac Southern Railway is a short-line railroad in northern Indiana, United States, operated under lease by the Toledo, Peoria and Western Railway. It owns two lines radiating from Logansport to Kokomo and Bringhurst, and formerly a third to Winamac, all former Pennsylvania Railroad lines acquired from Conrail in 1993. It hauls mainly outbound grain and inbound agricultural supplies, connecting with the Toledo, Peoria and Western Railway at Logansport and with the Central Railroad of Indianapolis at Kokomo. Until 2009, the Central Railroad of Indianapolis (a RailAmerica subsidiary) operated the company as agent.
As the Pennsylvania Railroad assembled its system in northern Indiana, Logansport became a major hub, with seven lines radiating in all directions (the only other service to the city was a line of the Wabash Railroad, now Norfolk Southern Railway). Conrail took over four of these in 1976, and abandoned the line to Marion in the 1980s. The remaining lines to Winamac, Kokomo, and Bringhurst, known as the "Logansport Cluster", were spun off to the Winamac Southern, which began operations in March 1993. The new railroad was controlled by Daniel R. Frick of Frick Services, a storage and handling company, who also owned J.K. Line, Inc. to the north.
In September 1995, Winamac Southern sold the line from Winamac to the yard at 18th Street in Logansport to A&R Line, Inc., another new shortline owned by Frick, which was operated by J.K. Line employees using a locomotive leased from that company. Winamac Southern retained trackage rights through Logansport, in order to connect its Bringhurst and Kokomo lines. Subsequently, the Central Railroad of Indianapolis (CERA), which serves Kokomo, began operating the remaining Winamac Southern lines as agent.
The arrangement between Winamac Southern and CERA was to end at the end of 2008, and the U S Rail Corporation filed with the Surface Transportation Board to lease and operate the Winamac Southern, as well as a CERA-operated segment near Kokomo owned by the Kokomo Grain Company. However, the parties discovered that the trackage rights over A&R, which had since been merged into the Toledo, Peoria and Western Railway, had never been authorized, and concurrently filed for approval of the 1995 agreement. The STB rejected the latter notice of exemption, citing the opposition of the TP&W to continuance of trackage rights, thus requiring a more extensive proceeding. U S Rail began operating the Winamac Southern as its Kokomo Division in early 2009.
As of 2019, WSRY is operated by Toledo, Peoria and Western Railway(TPW)
The Keokuk Junction Railway Co. , is a Class III railroad in the U.S. states of Illinois and Iowa. It is a subsidiary of Pioneer Railcorp.
The present company was incorporated in 1980 as the Keokuk Northern Real Estate Co., formed in May 1980 to purchase of the Chicago, Rock Island & Pacific Railroad yard track in Keokuk, Iowa. The KJRY obtained that trackage in 1981. In December 1986, the KJRY bought, from the Santa Fe Railway, of trackage consisting of the LaHarpe line and Warsaw line from Keokuk/Warsaw, Illinois to LaHarpe, Illinois, formerly owned by the Toledo, Peoria and Western.
Pioneer Railcorp filed with the Surface Transportation Board to acquire 66.62% of KNRECO, Inc. (the KJRY) from majority shareholder John Warfield, and purchased KNRECO in March 1996.
The KJRY bought from LaHarpe to Lomax, Illinois plus assigned trackage rights from Lomax to Fort Madison, Iowa in December 2011; and from the Toledo, Peoria and Western from LaHarpe to Peoria, Illinois in February 2005.
Brookhaven Rail Partners acquired Pioneer Rail corporation on July 31, 2019.
The Brandywine Valley Railroad is a class III railroad operating in Pennsylvania.
It was established in 1981 by the Lukens Steel Company to operate trackage at Coatesville, Pennsylvania and the neighboring town of Modena. It was acquired, with the rest of the Lukens properties, by Bethlehem Steel Corporation in 1998.
The Brandywine Valley's main line was originally built by the Wilmington and Northern Railroad, largely following the Brandywine Creek, to connect Reading with Wilmington, Delaware. By the time of the Brandywine Valley's formation, the line had been abandoned north of Valley Station, just north of Coatesville. BVRY took over the line from this point, the site of an interchange with Amtrak's Keystone Corridor, south to Modena, below which the ex-W&N was owned by PennDOT and operated by a number of shortlines over the years.
Under Bethlehem operation, BVRY took over operation of the Delaware Valley Railroad, then operating the remainder of the ex-Wilmington and Northern, in early 1999. This gave the railroad interchange access not only to Conrail at Coatesville (subsequently replaced by the Norfolk Southern Railway), but to CSX Transportation at the southern end of the line at Elsmere, Delaware. It also thus began to operate a connecting branch of the former Pennsylvania Railroad from Chadds Ford, Pennsylvania, on the W&N, to Nottingham.
After the acquisition of Bethlehem Steel's assets by International Steel Group in 2003, Brandywine Valley began to scale back its operations. The ex-PRR line, also known as the Octoraro line, was taken over in that year by the Morristown and Erie Railroad. In 2005, the ex-W&N line south of Modena was turned over to the East Penn Railroad, reducing the Brandywine Valley to its original extent.
With the merger of ISG in 2005, the railroad and steel plant were taken over by Mittal Steel Company, which became ArcelorMittal in 2006.
An article in "Progressive Railroading" dated November 9, 2020 announced that Cleveland-Cliffs Inc. "intends to acquire control of six short lines owned by ArcelorMittal USA LLC," which will include the Brandywine Valley Railroad.
The Brandon Railroad is a switching and terminal railroad that operates 17.3 miles of former South Omaha Terminal Railway track outside of Omaha, Nebraska. This railroad started out as the Union Stock Yards Company of Omaha in 1897. In July 1927 it became the South Omaha Terminal Railway and then was taken over by the BRAN in 1978. The BRAN has connections to the BNSF Railway and the Union Pacific Railroad.
The Fort Smith Railroad is a Class III short-line railroad headquartered in Fort Smith, Arkansas.
FSR operates an line in Arkansas from Fort Smith (where it interchanges with Kansas City Southern Railway, Union Pacific Railroad, and Arkansas and Missouri Railroad) to Fort Chaffee.
FSR traffic generally consists of grain, food products, paper products, scrap and finished steel, lumber, peanuts, alcohol, military equipment, and charcoal.
The FSR currently operates with three ex-Santa Fe Railroad EMD GP20 locomotives.
The original line, consisting of to Paris, Arkansas, was built in the 1890s by a Union Pacific predecessor, and was leased to FSR in 1991. The portion between Fort Chaffee and Paris was abandoned in 1995. FSR is a subsidiary of Pioneer Railcorp.
Founded in 1899, the Colorado and Wyoming Railway is a subsidiary of the Evraz North America. It hauls coal, ore and steel products on about five miles of track inside ERVAZ - Pueblo, CO Steel Mills facility (formerly Colorado Fuel and Iron's Minnequa plant) in Pueblo, Colorado, and connects to the Union Pacific Railroad and the BNSF Railway. The railway used to be a much larger railroad, serving the CF&I's mills, steel plants that were the only vertically integrated steel mills west of the Rockies until World War II.
The Midland Terminal Railway was a short line terminal railroad running from the Colorado Midland Railway near Divide to Cripple Creek, Colorado. The railroad made its last run in February 1949.
From 1887 to 1918, Colorado Midland Railroad operated rail service along a 222-mile line from Colorado City (now Old Colorado City), through Ute Pass and across the Continental Divide, to New Castle a coal mining town that was west of Glenwood Springs. It was the first standard gauge railroad through the Rocky Mountains. Travelers heading for Cripple Creek would get off the train at Divide and take the Hundley Stage along the toll road to the town. In 1892, passengers could also travel to Cripple Creek from Canon City via the Florence and Cripple Creek Railroad, a narrow gauge line.
When gold was discovered in Cripple Creek and Victor in 1890, some of the Colorado Midland owners formed the Midland Terminal Railroad, a standard gauge spur line from Divide to Cripple Creek. This allowed for passenger travel to and from Cripple Creek, shipment of equipment into the area, and the transport of ore to processing mills in Colorado City beginning in 1895. It was the only standard gauge railroad into Cripple Creek and Victor, which made for easy transfer of material at the Divide junction with the Colorado Midland Railway.
Some of the old buildings at the Midland Terminal headquarters in Colorado Springs are in use today, notably the old roundhouse, which was purchased by Van Briggle Pottery in 1955, and the machine shop, which is now the Ghost Town Museum. U.S. Route 24 follows the former railroad's route over Ute Pass.
Two miles of the former railroad's right of way is currently used by the Cripple Creek and Victor Narrow Gauge Railroad. Another segment is being converted to a multi-use trail connecting the Pikes Peak Greenway to Manitou Springs. Portions of the roadbed and right of way from Divide, Colorado, to Cripple Creek, Colorado, are in use as Highway 67. A former wood-shored Midland Terminal tunnel was used as a one-lane highway tunnel on CO 67 until the 1990s; after a partial collapse the tunnel was bypassed with a new cut and the tunnel remains as a landmark, its ends are closed with a grille so the interior and shoring can be seen today.
The Union Stock Yards Company of Omaha was a 90-year-old company first founded in South Omaha, Nebraska in 1878 by John A. Smiley. After being moved to Council Bluffs, Iowa and dissolved within a year, the company was reorganized and moved to South Omaha in 1883. Six local businessmen responded to a request by Wyoming cattle baron Alexander Swan showing interest in a livestock market closer than the Union Stock Yards in Chicago, Illinois. The Company's Union Stockyards in South Omaha were once a fierce rival of Chicago's Union Stock Yards. The Union Stock Yards Company of Omaha was bought out in 1973.
Six local businessmen, including William A. Paxton, Herman Kountze and John A. Creighton, formed the Union Stockyards on December 1, 1883 and purchased of land. At that same point the businessmen formed the South Omaha Land Company, platting the city of South Omaha that same year over the remaining . The City of Omaha annexed South Omaha in 1915. At that time related businesses in South Omaha included the Union Stockyards Bank of South Omaha, South Omaha Terminal Railway, the Union Elevator, the Union Trust Company, and the South Omaha Land Syndicate. In 1927 the Union Stock Yards Company of Omaha constructed the Livestock Exchange Building to house its operations.
The meatpacking industry of South Omaha was closely reliant on the Union Stock Yards Company of Omaha, and South Omaha relied solely on both of those industries for its growth for more than 100 years. In 1957 it was estimated that combined the industries employed fully one-half of Omaha workers. After a downturn in the market and changes in the livestock industry, the Union Stock Yards Company of Omaha lost value through the 1960s.
In 1973 the Union Stock Yards Company of Omaha was sold to the Canal Capital Corporation of New York. In 1999 the Union Stockyards were closed by the City of Omaha, and replaced with a business park.
The Allegheny Valley Railroad is a class III railroad that operates in Western Pennsylvania, and is owned by Carload Express, Inc.
The AVR owns the Glenwood Yard in the Hazelwood neighborhood of Pittsburgh. They operate five GP11 engines, and three SD40 engines. AVR has also begun to conduct transloading operations within Glenwood Yard itself, handling limestone unit trains and also sand for fracking.
The current company, established in 1992 is a separate entity from the original Allegheny Valley Railroad, which was established in the 1850s. That line, affiliated with the Pennsylvania Railroad system, followed the present company's tracks to Arnold and continued beyond, along the right upstream (southeastern) bank of the river to Oil City.
The original Allegheny Valley Railroad transported oil from the vicinity of Oil Creek and Titusville. On February 20, 1861, "The Pittsburgh Post" printed "The Allegheny Valley Railroad (Extracts from the Eighth Annual Report, which is important for the light thrown on the transportation of oil)." On February 5, 1862, "The Pittsburgh Gazette and Commercial Journal" published "Allegheny Valley Railroad—Annual Meeting of Stockholders."
In October 1995, the Allegheny Valley Railroad began operations when Trimax (now Carload Express) acquired Conrail’s Valley Cluster in the Pittsburgh area. The railroad began interchanging with CSX at the Glenwood Yard in Pittsburgh in 2001. In December 2003, the Allegheny Valley Railroad expanded by leasing and operating of track from CSX, consisting of the P&W Subdivision and the W&P Subdivision. In 2004, Hurricane Ivan caused $3.2 million in damage to a section of the P&W Subdivision, which the railroad repaired and restored. In 2006, the Allegheny Valley Railroad restored and began interchanging with the Wheeling and Lake Erie Railway in Bruceton. The railroad began a $10 million renovation of switching operations at Glenwood Yard in 2008. Positive train control began being implemented along the railroad in 2014.
On May 15, 2019, the Allegheny Valley Railroad acquired of track from CSX that it had leased and operated since 2003. Under this acquisition, the Allegheny Valley Railroad gained ownership of the Glenwood Yard, the W&P Subdivision, the Tylerdale connecting track, and the P&W Subdivision.
The Union Railroad is a Class III switching railroad located in Allegheny County in Western Pennsylvania. The company is owned by Transtar, Inc., which is itself a subsidiary of USS Corp, more popularly known as United States Steel. The railroad's primary customers are the three plants of the USS Mon Valley Works, the USS Edgar Thomson Steel Works (blast furnaces, basic oxygen steelmaking, and continuous slab casting), the USS Irvin Works (hot and cold rolling mills and finishing lines) and the USS Clairton Works (producer of coke for blast furnace ironmaking).
Four years later, Carnegie formed the Bessemer and Lake Erie Railroad under this exclusive ownership and arranged to lease PS&LE for 999 years. This arrangement stayed in place with the formation of U. S. Steel in 1901, which bought out Carnegie interests.
The Union was expanded to include the several other mills in the Mon Valley Region. The Union was responsible for the various switching task within each mill, for delivering raw materials to each mill (which would arrive on the Union via interchange with the Bessemer & Lake Erie, another US Steel owned and operated railroad) and for delivering the finished products to interchange with the major railroads in the area (most notable the Pennsylvania, the Baltimore & Ohio and the Pittsburgh & Lake Erie).
In 1906, B&LE leased, and later sold, to Union Railroad the portion of line between North Bessemer and East Pittsburgh.
Union Railroad continues to serve the Mon Valley and have since expanded its customer base to include Dura-Bond pipe coating in the former Duquesne Works site and General Electric in West Mifflin hauling special oversize generators.
Prior to 1980 Reading from the northernmost point south.
From 1941 until 1953 the URR would gradually replace their fleet of steam locomotives with diesel motive power.
In the years after 1970 some used engines (eleven EMD SW9 and six EMD SD9 from the DM&IR, five SD38-2 from the B&LE and few from other roads) and three new EMD SW1001 joined the URR.
The current roster is made up completely of second generation EMD Switcher Units. Majority of the switchers are painted blue but numerous units are painted different colors including #3 and #17 are painted green, while #1 and #33 have a new yellow and red scheme.
The Union Railroad was unique given that it was basically a switching railroad and yet its loads were incredibly heavy made up of either; ore, coke, coal, slag or steel. This unique combination in addition to the steep grades around Pittsburgh demanded some special tractive force.
In 1898 the largest locomotive of the time was built for the Union Railroad. This 2-8-0 had more weight on its drivers (208,000 pounds) than any built up to that time. This was locomotive 95 in the U.R.R. stable and according to the article was built by Pittsburg(h)(sic) Locomotive Works.
In the 1930s the Lima Locomotive Works began to build oversized 0-6-0s for use on the URR. These were among the largest 0-6-0s ever built.
The 0-10-2 wheel arrangement was named the Union type after the railroad and produced over 100,000 pounds of tractive effort. Built for the Union RR by the Baldwin Locomotive Works, they boasted the title of "largest steam switch locomotive ever produced". The Union RR took delivery of 10 such locomotives. Only one survives today and is on static display in Greenville, Pennsylvania, painted as Duluth, Missabe and Iron Range (DM&IR) #604.
The Alton and Southern Railway is a switching railroad in the Greater St. Louis area in Illinois. It is a wholly owned subsidiary of the Union Pacific Railroad.
The Alton and Southern "Railroad" was formed in 1910, and in 1913 it absorbed the Denverside Connecting Railway (founded in 1910), and the Alton and Southern "Railway" (founded in 1911). The company was operated as a subsidiary of the Aluminum Ore Company, which was itself a subsidiary of the Aluminum Company of America (Alcoa), to serve the Bayer process bauxite-to-alumina refinery at Alorton, Illinois.
Alcoa sold the line to the Missouri Pacific Railroad and Chicago and North Western Railway (CNW) in 1968, and it was reorganized as the Alton and Southern "Railway". In 1972, CNW's share was sold to the St. Louis Southwestern Railway. In 1982, the Union Pacific Railroad (UP) took ownership of the Missouri Pacific share and then became full owner in 1996 with the acquisition of SSW parent Southern Pacific Transportation Company. The Alton and Southern is still a legally separate entity but is wholly owned by UP.
The Dallas, Garland and Northeastern Railroad is a railroad headquartered in Richardson, Texas.
DGNO operates over rail lines totaling approximately , including industrial leads. The line extends from Trenton, Texas to Garland, Texas, then from Garland to Dallas via trackage rights over Kansas City Southern Railway and Union Pacific. DGNO also operates from Sherman to McKinney, from Carrollton to Murphy and from Dallas to Lake Dallas. Of the total trackage, approximately 51 miles are leased from Dallas Area Rapid Transit (DART), and DGNO leases 129 miles from Union Pacific.
The company is a subsidiary of Genesee & Wyoming, having been acquired when Genesee & Wyoming purchased RailAmerica in 2012.
Most of the railroad's traffic comes from stone products, scrap metal and wood products. The DGNO hauled around 60,000 carloads in 2008.
The Ironton Railroad was a shortline railroad in Lehigh County, Pennsylvania. Originally built in 1861 to haul iron ore and limestone to blast furnaces along the Lehigh River, traffic later shifted to carrying Portland cement when local iron mining declined in the early 20th century. Much of the railroad had already been abandoned when it became part of Conrail in 1976, and the last of its trackage was removed in 1984.
The railroad was originally incorporated on March 4, 1859 to run from Ballietsville to a connection with the Lehigh Valley Railroad or the Catasauqua and Fogelsville Railroad. The charter also allowed the railroad to own land along the right-of-way containing iron ore or limestone. Its charter was amended on May 16, 1861 to change the terminus from Ballietsville to Ironton, and was also given the power to buy connecting branch railroads and lay its own branches of up to to iron ore mines.
The railroad was surveyed by George B. Roberts, later president of the Pennsylvania Railroad. Grading began at Ironton on 2 August 1859, and rails were laid by the end of January 1860. The ballasting of the railroad could not be finished until spring, and the first train ran on 24 May 1860. Regular service began in July or August. At the beginning of 1861, Roberts was elected one of the directors; Jay Cooke and his partner EW Clark, who financed the railroad, were also directors.
During the summer of 1861, the railroad obtained permission under its amended charter to extend a branch to Siegersville and Orefield. Lying to the southwest of Ironton, these two towns were also the site of extensive ore mining. The right-of-way left the main line near Ormrod, and followed Coplay Creek to around Meyersville Road, then cut cross-country to Siegersville, turning south and descending the hill to Orefield.
The Siegersville Branch was completed to Siegersville by 1862, and reached Orefield soon thereafter. The company also bought out Jeter's lease and began independent operation on January 1, 1862. By the beginning of 1863, Cooke had been replaced on the board by his brother-in-law, William G. Moorhead, and Jeter had become a director.
Another charter amendment on January 30, 1866 allowed the railroad to lease ore lands along the right-of-way as well. On February 1, 1882, all of the Ironton's stock was bought by the Thomas Iron Company, which owned several mines along the right-of-way.
In 1884, shortly after its purchase by Thomas Iron, the first shipment of Portland cement was made over the railroad. Extensive cement deposits lie in the vicinity of the line, and cement became an increasing part of the railroad's traffic. This proved to be its saving grace as the local iron mining industry began to decline. The Siegersville Branch was cut back from Orefield to Siegersville sometime between 1876 and 1900. However, passenger service began on the railroad on November 1, 1898.
In 1902, the Ironton leased all of the trackage owned by Thomas Iron, including its line from Hokendauqua to West Catasauqua, and performed its plant switching. On December 21, 1906, Thomas Iron incorporated all of the trackage it owned, except for that immediately around the plant, as the Thomas Railroad. This was leased to the Ironton in 1907, and that year, a new branch was built off the Ironton near Egypt along Coplay Creek to reach the Thomas Railroad at West Catasauqua. The Ironton also built a large yard along the creek in West Catasauqua and a new interchange with the Catasquaua and Fogelsville, by that time controlled and operated by the Reading Company.
The Ironton switched from steam to diesel power between October 1948 and 1949. In late 1955, the Siegersville Branch was abandoned, due to increasing truck competition, minimal on-line industry, and the construction of the Northeast Extension across its right-of-way. In 1961, it was cut back about from Ironton to a farmers' co-operative. A further abandonment, from the co-op to Ormrod, took place in the late 1970s or early 1980s. In 1976, the Ironton followed the Lehigh Valley and the Reading to become a part of Conrail, but in 1984, the last remaining trackage was abandoned.
In 1996, Whitehall Township purchased of the right-of-way from Conrail, transforming it into the Ironton Rail-trail.
The following stations existed along the railroad:
The Ironton also had trackage rights over the Lehigh Valley from Coplay to Lower Coplay, .
The Fort Worth and Western Railroad is a Class III short-line railroad headquartered in Fort Worth, Texas. Operating only within the state of Texas, its main freight service route is between Carrollton, Fort Worth and Brownwood.
Much of the company's route originally belonged to the Fort Worth and Rio Grande Railway, which began construction from Fort Worth in 1886 and reached Brownwood in 1891. In 1901, the FW&RG was bought by the Frisco Railway, which sold it to the Santa Fe Railway in 1937. The Santa Fe sold the line to an affiliate of the South Orient Railroad in 1994.
The FWWR began operations in 1988, with of track that it had bought from the Burlington Northern. By the mid-1990s, the railroad operated of track, the result of numerous minor acquisitions. In 1996, the FWWR more than doubled its total trackage with the lease of a route from Dallas Area Rapid Transit, and in 1998 purchased of track from South Orient Railroad, now Texas Pacifico Transportation. The FWWR leased two Union Pacific Railroad properties, a yard and branch line, in 2002 and 2003 respectively.
The FWWR operates a total of of track between Carro and Ricker, Texas, with branch lines from Dublin to Gorman and from Cresson to Cleburne, as well as trackage rights in the Fort Worth area and between Ricker and San Angelo Junction, Texas. Since 2007, the railroad has been in the process of resurfacing its trackage, as well as installing new sidings and upgrading the route, eventually to allow speeds over the entire line.
On December 27, 2010, Fort Worth and Western named Thomas Schlosser as president and CEO, who took over from Steven George, who had held the position since 2000; the company's vice president and COO is Richard Green. The company employs around 85 people. The company also operates the Grapevine Vintage Railroad, a tourist train that runs between downtown Grapevine, Texas and the Fort Worth Stockyards
As of January of 2019, the Fort Worth and Western's locomotive fleet (past and present) consists of the following:
New York New Jersey Rail, LLC is a switching and terminal railroad that operates the only car float operation across Upper New York Bay between Jersey City, New Jersey and Brooklyn, New York. Since mid-November 2008, it has been owned by the Port Authority of New York and New Jersey, which acquired it for about $16 million as a step in a process that might see a Cross-Harbor Rail Tunnel completed.
Since freight trains are not allowed in Amtrak's North River Tunnels, and the Poughkeepsie Bridge was closed in 1974, the ferry is the only freight crossing of the Hudson River south of the Alfred H. Smith Memorial Bridge, to the north of New York City, in a process known as the Selkirk hurdle.
It is the last remaining car float operation in the Port of New York and New Jersey.
NYNJ leases approximately of land at Conrail's Greenville Yard in Greenville, Jersey City, where it connects with Class I railroads CSX Transportation and Norfolk Southern Railway, which jointly operate Conrail's North Jersey Shared Assets Area. On the Bay Ridge, Brooklyn end, the Bush Terminal Yard and the 65th Street Yard connect to the Long Island Rail Road's freight-only Bay Ridge Branch, which is operated by the New York and Atlantic Railway, and the New York City Transit Authority's South Brooklyn Railway. The 2.5 mile barge trip across the harbor takes approximately 45 minutes. The equivalent trip by truck is 35-50 miles.
As of 2012, the NYNJ system moves approximately 1,500 rail cars across the harbor per year. Port Authority officials suggested that the system can transport as many as 25,000 cars annually. NYNJ replaced two EMD GP38-2 with three low-emission locomotives from Knoxville Locomotive Works in Tennessee for $5 million. As of July 2015, the system had moved about 4900 rail cars year-to-date.
From 1983 to 2006, the operation was known as the New York Cross Harbor Railroad . Earlier predecessors include the Brooklyn Eastern District Terminal Company, Bush Terminal Railroad, New York Dock Railway, and New York, New Haven & Hartford Railroad and Pennsylvania Railroad operations at Bay Ridge and Greenville.
In 1999 the city of New York rehabilitated the larger 65th Street Yard for car float operations with two lift bridges. It was not turned over to NYCH because of a dispute over money owed the city. NYCH continued to use the single lift bridge at Bush Terminal instead. In 2002, New York Cross Harbor Railroad revenues from railroad operations were $1,685,899. It had 48 active customers, with shipments of cocoa from docks in Brooklyn as its largest line of business. It also operated a trucking service and offered shipside and dockside service for receipt or delivery of various types of cargo, such as oversized steel beams.
NYCH ceased to exist in 2006; a new company, Mid-Atlantic New England Rail, LLC of West Seneca, New York, bought the railroad and renamed it New York New Jersey Rail, LLC (NYNJ). The city of New York purchased the company two years later.
The Port Authority began working with government agencies in New York and New Jersey to bring NYNJ to a state of good repair. This includes emergency work to stabilize the transfer bridge structure in Greenville, repairs to the float bridge and track infrastructure in Brooklyn, and procurement of ultra-low emissions locomotives and a new 30-car rail barge. In May 2010 the Port Authority announced that it would purchase Greenville Yard and build a new barge-to-rail facility there, as well as improving the existing rail car float system. The barge-to-rail facility is expected to handle an estimated 60,000 to 90,000 containers of solid waste per year from New York City, eliminating up to 360,000 trash truck trips a year. The authority's board authorized $118.1 million for the overall project.
In November 2011 the Port Authority hired HDR, Inc. of Omaha, Nebraska to rehabilitate Greenville Yard. Work included rehabilitating the railyard and waterfront structures, including a rail barge and transfer bridge, demolishing two other bridges, designing a new barge and two new bridges, and adding 10,000 feet of track. In July 2012 NYNJ began operating out of the 65th Street Yard. Initial cargo included apples, home heating oil, new automobiles, and scrap metal. The railroad north along First Avenue was refurbished and new tracks laid to support operations at the South Brooklyn Marine Terminal, including an automobile import pier and a new municipal recycling plant.
On October 29, 2012 Hurricane Sandy caused major damage to the Greenville facility, undermining the float bridge gantries and sinking one of the car floats. The 81-year-old gantry structures were ultimately demolished. The working float bridge at Bush Terminal was transferred by barge to Greenville, where it was re-designated the Greenville Pontoon Bridge. Service was restored in late December, after 52 days of intensive reconstruction.
In July 2017, the Port Authority announced a $35 million study to build a Cross-Harbor Rail Tunnel, suitable for freight. If built, the tunnel would eliminate the need for the NYNJ ferry.
In 2019, American PetroLog's President & CEO, Jeff Colonna announced that the company executed an agreement with the Port Authority of New York and the NYNJR to establish a rail-to-truck transload and storage facility at the 65th Street Railyard, with a focus on renewable energy, basic chemicals, non-perishable food and building supplies. This facility is the only one of its kind that is 'for hire' within the 5 boros in New York.
The Appanoose County Community Railroad was based out of Centerville, Iowa. It was a shortline running to the community of Albia, Iowa, where it distributed cars from Centerville to be put on the BNSF Railway's trains.
The railroad was hit hard when the local Rubbermaid plant in Centerville (APNC's premier customer) closed its doors on September 15, 2006. At least 75% of the cargo hauled by the shortline was from Rubbermaid. The railroad was partly operated by the county. In 2016, a new railroad, the Iowa Southern Railway (ISRY), took over operations on the line. It is one of the short-line railroads operated by Progressive Rail Incorporated.
Every July, the APNC Railroad offered train rides from Moravia, Iowa. The train traveled from Moravia to Albia. Several different trains were operated each day, and one of the two GP7s pulled them.
The APNC railroad, now Iowa Southern, passes through four Iowa towns: Centerville, Udell, Moravia and Albia.
The Cimarron Valley Railroad was built c. 1912 and purchased from Burlington Northern Santa Fe Railroad in February 1996. It runs over former C.V. and Manter Subdivisions of the Atchison, Topeka and Santa Fe Railroad tracks in Oklahoma, Colorado and Kansas. One line runs from Dodge City, KS to Boise City, OK, the other from Satanta, KS to Springfield, CO. It runs a total of 254 miles of track primarily hauling agricultural commodities (such as wheat, corn, and milo), along with sand, cement, poles, pipe, and fertilizers. CVR was one of several short-line railroads operated by The Western Group of Ogden, Utah.
As of November 2009, the Kansas Department of Transportation and partners are planning a renovation and upgrade of the line.
On November 1, 2020, The Cimarron Valley Railroad was purchased by Jaguar Transport Holdings, LLC.
The Portland Terminal Company was a terminal railroad notable for its control of switching (shunting) activity for the Maine Central Railroad (MEC) and Boston & Maine (B&M) railroads in the Maine cities of Portland, South Portland, and Westbrook.
The Maine Central Railroad (MEC) came under the control of the Boston & Maine Railroad (B&M) in 1884. The New Haven Railroad secured control of the B&M in 1907, and the Portland Terminal Company was formed in 1911 as part of the New Haven's consolidation of New England transportation facilities. Portland Terminal Company became a subsidiary of MEC while B&M was in financial difficulty in 1914.