The CSXT line through Silver Creek was formerly operated by the Consolidated Rail Corporation ( Conrail ), which succeeded the Penn Central ( which succeeded the New York Central Railroad, which succeeded the Lake Shore and Michigan Southern Railway, which succeeded the Lake Shore Railroad, which succeeded the Buffalo & Erie Railway, the original line ).

Conrail had tried to sell the bridge as early as 1983, and in 1986 the trestle was sold to a private businessman, John Rahl, for one dollar.

Mount Vernon was a stop along the Cleveland, Akron and Columbus Railway ( Later Pennsylvania, Penn-Central and Conrail ) between Cleveland, Orrville and Columbus, Ohio.

The line was not included in the 1976 makeup of Conrail and the last train ran on March 31, 1976.

Also running through downtown is the east to west Conrail corridor which was originally the Pennsylvania Railroad two-track throughway which was abandoned in 1985.

Later the Big Four was taken over by the Penn Central, then Conrail, and finally CSX Transportation.

The village of Stryker was surveyed on September 19, 1853 beside the proposed Michigan Southern and Northern Indiana Railroad ( now known as Conrail ) by John H. Sargent, Epaphras L. Barber and Jesse McCart.

The NYC north-south line was later abandoned after the demise of Penn Central during the formation of Conrail.

Pitcairn Yard, which opened in 1892 and was for many decades a major switching yard of the Pennsylvania Railroad, later the Penn Central Railroad and Conrail, is now, since the 1990s, an intermodal freight transport yard for the Norfolk Southern Railway, where containers are taken off trains and transferred to trucks for delivery, or from trucks to trains.

After passenger service was terminated, Conrail continued operations out of Lansdale up to Quakertown until the mid 90's.

Passenger train service between Reading / Pottstown and Philadelphia was operated by Conrail under the auspices of SEPTA until July 29, 1981 when all diesel services were terminated.

Passenger train service between Pottsville, Reading and Philadelphia was operated by Conrail under the auspices of SEPTA until July 29, 1981.

EL went bankrupt in 1972 and was absorbed into Conrail in 1976.

The proposed freeway, which was to connect the Ben Franklin Bridge to I-295 near the Assicunk Creek, was to cost $ 53 million and mostly follow a Conrail railroad line between the two cities.

The stock of the subsequently-profitable Conrail was refloated on Wall Street in 1987, and the company operated as an independent, private-sector railroad from 1987 to 1999.

The small portion of Conrail that represented trackage that was of interest to both CSX and NS was kept as the remaining Conrail system as the Conrail Shared Assets Operations ( CSAO ).

In the 1970s and 1980s, the new PC was a small conglomerate that largely consisted of the diversified sub-firms acquired by the old PC before the crash. Penn Central Company Post-Bankruptcy Stock Certificate ( 1974 ) Among the properties the Penn Central Holding Company owned when Conrail was created were Madison Square Garden ( which stands above Penn Station ), and its prime tenants, the New York Knickerbockers basketball team and New York Rangers hockey team.

When the majority of Conrail was broken up in 1999, its River Line was assigned to CSX.

When Conrail was broken up in 1999, the main line east of Cleveland, including the Lake Shore Subdivision, was assigned to CSX.

When Conrail was broken up in 1999, the main line east of Cleveland, including the Erie West Subdivision, was assigned to CSX.

When Conrail was broken up in 1999, the main line east of downtown Cleveland, including the Cleveland Terminal Subdivision, was assigned to CSX.

In 1999, CSX Transportation ( CSX ) and the Norfolk Southern Railway ( NS ) jointly purchased Conrail on the open market and split up its track mileage and other assets between them.

Many of the Penn Central railroad assets ended up in Conrail, formed in 1976.

In 1976 MDOT entered into a similar agreement with Conrail, which had ended up with responsibility for local passenger train operations in the Northeast Corridor after the bankruptcy of Penn Central and other Northeast railroads.

The line was ripped up heading through the town of Robbinsville all the way to the north end of Hightstown by Conrail.

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

The 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 operations as they existed in densely populated areas with many local customers.

Prior to the formation of Conrail, long freight trains ( some even 70 cars ) would rumble up and down the Bel Del along the Delaware River, but months after the launch of Conrail in April 1976, freight trains slowly became shorter ( about 20-30 cars ).

It started in the early fall of 1979 where Conrail ripped up the tracks from Trenton to the south end of Lambertville.

A few hundred yards above the switch, Conrail continued ripping up the tracks and reached Stockton by January 9, 1980.

Before reaching Raven Rock, a new plan came and Conrail would go all the way up to Milford.

Also in 1999, Conrail was split up by Norfolk Southern and CSX.

On June 6, 1998, most of Conrail was split between Norfolk Southern and CSX.

The RF & P was merged into CSX Transportation in 1991, and in 1998, with the Conrail breakup, CSX acquired the bridge.

North of the rail yard the Northern Branch ( which was part of Conrail until 1998 ) diverges from the CSX main line and continues north to the New York state line as minor spur.

* January 15, 1998 Conrail River Line timetable

Following Surface Transportation Board approval, CSX and NS took control in August 1998, and on June 1, 1999, began operating their portions of Conrail.

After the 1998 Conrail breakup Norfolk Southern now owns much of the former Michigan Central trackage.

The line was part of the Boston, Clinton, Fitchburg and New Bedford Railroad, Old Colony Railroad, New York, New Haven and Hartford Railroad and finally Conrail until 1998, when it passed to CSX.

The company was formed in 1998 to own Conrail lines assigned to CSX in the split of Conrail between CSX and the Norfolk Southern Railway ; operations were switched over on June 1, 1999.

The 1998 breakup of Conrail assigned the remaining section to Pennsylvania Lines LLC, a subsidiary of Norfolk Southern.

The 1998 Conrail breakup assigned the Buffalo-Niagara Falls line to New York Central Lines LLC, a subsidiary of CSX.

By the time of the Conrail breakup in 1998, the majority of trains through Cleveland used the original Lake Shore and Michigan Southern Railway line through downtown.

The company was formed in 1998 to own Conrail lines assigned to Norfolk Southern in the split of Conrail between Norfolk Southern and CSX Transportation ; operations were switched over on June 1, 1999.

* Surface Transportation Board, Docket FD_33388_0, CSX Corporation and CSX Transportation, Inc., Norfolk Southern Corporation and Norfolk Southern Railway Company -- control and operating leases / agreements -- Conrail Inc. and Consolidated Rail Corporation, July 23, 1998

With the August 22, 1998 breakup of Conrail, the line was split at Crestline, Ohio.

The CB & Q and its approach is now part of the BNSF Railway, and the PFW & C trackage is now owned by Norfolk Southern ( transferred from Conrail in 1998 ).