联合铁路

联合铁路公司（Consolidated Rail Corporation），一般简称Conrail，是存在于1976年至1999年之间的美国一级铁路公司，营运于美国东北部。Conrail一词来自于公司名称中的"consolidated"与"rail" 。
美国联邦政府成立Conrail以承接许多家破产铁路公司之可能获利的路线，包括与。由于法令与管理的改变，联合铁路公司在1980年代开始获利，并在1987年转手给私人投资者。1997年美国东部其余两家一级铁路公司CSX运输与诺福克南方铁路同意瓜分联合铁路公司，结果使得美国东部的铁路货运又回到了1968年宾夕法尼亚铁路与纽约中央铁路合并成宾夕法尼亚中央铁路之前的情形。在同意后，CSX运输与诺福克南方铁路在1998年8月接管联合铁路公司，1999年6月1日起各自开始营运其所分配到的联合铁路公司路线。
联合铁路公司仍然以两家公司共有的子公司方式存续，相对应于CSX运输与诺福克南方铁路所拥有的联合铁路资产比例，CSX运输拥有42%股权，诺福克南方铁路拥有58%股权。不过两家公司拥有同等的投票权。联合铁路所剩下的主要资产是在纽泽西州、费城、底特律三地的共同资产。在这三个地方，由CSX与诺福克南方铁路服务货运客户，该两家公司付费给联合铁路以维护路线，并由联合铁路进行车辆调度与终端车站服务。联合铁路也仍保留多种支援服务，例如路线保养以及训练业务，还拥有的51%股权。
In 1972, Hurricane Agnes damaged the rundown Northeast railway network and threatened the solvency of other railroads, including the somewhat more solvent 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. The "3R Act," as it was called, provided interim funding to the bankrupt railroads and defined a new Consolidated Rail Corporation under the AAR's plan.
The 3R Act also formed the United States Railway Association, another government corporation, taking over the powers of the Interstate Commerce Commission with respect to allowing the bankrupt railroads to abandon unprofitable lines. 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 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 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 (1970), Reading Company (1971), 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 were also included (See list of railroads transferred to Conrail for a full list). 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.
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. 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.
The State of Michigan decided to keep the full Ann Arbor Railroad, of which Conrail would run only the southernmost portion, operational. Michigan bought it and the whole line was operated by Conrail for several years until it was sold to a short line.
Operation: 1976–1986.
Conrail was incorporated in Pennsylvania on October 25, 1974, and operations began April 1, 1976. 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 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), which amended portions of the 3R Act by exempting Conrail from liability for any state taxes and requiring the Secretary of Transportation to make arrangements for the sale of the government's interest in Conrail. After NERSA was implemented, Conrail, under the aggressive leadership of L. Stanley Crane 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 continued to post losses of as much as $1 million a day. 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 of 1980, which significantly loosened the Interstate Commerce Commission's rigid economic control of the rail industry. This allowed Conrail and other carriers the opportunity to become profitable and strengthen their finances.
The 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. With the Staggers Act, railroads, including Conrail, were freed from the requirement to operate services with open-ended losses for the public convenience and necessity of those who chose rail services as their mode of transportation.
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, who had been chief executive officer of the Southern Railway. While the 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 truly became a profitable operation. Soon after Crane took office in 1981 he shed another 4,400 miles from the 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. NERSA relieved Conrail of its requirement to provide commuter service on the Northeast Corridor, further improving its finances.
After considerable debate in Congress, the Conrail Privatization Act of 1986 was signed into law by President Reagan on October 21, 1986. The then-largest initial public offering in US history came on March 26, 1987 when Conrail's stock, worth $1.65 billion, was sold to private investors.
Commuter rail operations.
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 MARC, the transit authorities purchased the track and right-of-way on which their commuter operations ran, leaving Conrail freight operations as a tenant.
Breakup 1997–1999.
With Conrail's increasing success, its two eastern rail competitors, 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 and split most of its assets between them, with Norfolk Southern acquiring a larger portion of the Conrail network via a larger stock buyout. Under the final agreement approved by the Surface Transportation Board, Norfolk Southern acquired 58 percent of Conrail's assets, including roughly 6,000 Conrail route miles, and CSX received 42 percent of Conrail's assets, including about 3,600 route miles.
The buyout was approved by the 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 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.
As the names indicated, CSX acquired the former New York Central Railroad main line from New York City and Boston, Massachusetts to Cleveland, Ohio, and the former Cleveland, Cincinnati, Chicago and St. Louis Railway (NYC Big Four) line to Indianapolis, Indiana (continuing west to 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 main line and Cleveland and Pittsburgh Railroad from Jersey City, New Jersey to Cleveland, and the rest of the former NYC main line west to Chicago, Illinois. Thus the 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 (), where the former Cleveland and Pittsburgh Railroad crosses over the NYC's former Cleveland Short Line Railway around the south side of Cleveland.
In three major metropolitan areas - North Jersey, South Jersey/Philadelphia, and Detroit - Conrail Shared Assets Operations continues to serve as a terminal operating company owned by both CSX and NS. 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. The smaller 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 in southwest Pennsylvania, was originally owned jointly by the Baltimore and Ohio Railroad, Pennsylvania Railroad and Pittsburgh and Lake Erie Railroad. Conrail absorbed the company in 1993, and assigned trackage rights to CSX, the successor to the B&O and P&LE. With the Conrail breakup, those lines are owned by NS, but the CSX trackage rights are still in place.
Locomotives.
Although Conrail was divided between Norfolk Southern Railway and CSX Transportation in 1999, a few locomotives
still bear its name, albeit with the current railroad's number "patched" over the original Conrail number. Many CR units have 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 engines still have marker lights on CSX, while NS opted to remove them. All Conrail locomotives that went to CSX are now re-painted into CSX colors. Currently, only two GE C40-8's are still in Conrail paint. One is under rebuilding to be fitted with a Crescent Cab at Altoona, PA's Altoona Works. Conrail was the only railroad to receive EMD SD80MACs (although the railroad Chicago North & Western, reporting marks CNW, were originally supposed to receive SD80MACS with the marker lights. But when the railroad merged with Union Pacific, reporting marks UP, the order was declined) and were separated evenly between CSX & NS. Conrail had a different scheme for these locomotives and also the SD70MAC, with a large white, cone shaped line on the front, bearing "Conrail Quality". The SD70MACs weren't fitted with marker lights, as it would be useless when given to NS & 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). These have all been repainted into their respective owner's colors, but as of September 22nd, 2014, it has been announced that Norfolk Southern has entered an agreement with CSX Transportation to purchase the remaining SD80MACs. It remains to be seen if they will rejoin the fleet at the South Fork, Pennsylvania yard where the 13 on NS are based. However, if NS does receive the SD80MACs, they will not have the marker lights. They will be blotched out just like all of the other former Conrail widecabs. The SD80MACs would become SD70ACe's as extensive power for the power-shortaged railroad.
Signals.
Since Conrail acquired many separate railways, with the North American railway signalling system 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 the EL tri-light signals. Most of the existing technologies were defined by the Northeast Operating Rules Advisory Committee (NORAC). Conrail had its own tri-light signal modernization program that was applied to many routes. Today, most Northeastern railroads associated with former Conrail assets are working towards standardization of all systems as vertical color light signals. Meanwhile, Amtrak uses a modified version of the PRR position light signals called "Position Color Lights".
Preservation.
The Conrail Historical Society, Inc., is a 501(c)(3) non-profit organization based in Marysville, Pennsylvania. The Society exists to preserve and restore equipment, items pertaining to, and photographs of Conrail, specifically and of American railroading in general. As of 2009, the group publishes a quarterly magazine and a calendar, as well as other occasional mailings. They host a convention each year, with 2008's convention being in Altoona, Pennsylvania, and 2009's convention in Philadelphia, PA. Plans for the 2010 convention are being set for Cleveland, OH in mid Sept. More recent preservation activities include saving old Pennsylvania Railroad signals from Horseshoe Curve (Altoona, PA) and New York Central signals from Berea, OH.
The CRHS owns 6 pieces of on-track equipment: caboose 21165 and track car 328., G36 class Gondola 67257, F41 class flat car 715788, CR MOW Camp car 62610, and former Triple Crown RoadRailer TCSZ 463491.
Heritage Unit.
As part of the 30th anniversary of Norfolk Southern being formed, NS decided to paint 20 new locomotives into the paint scheme of predecessor railroads. NS #8098, a GE ES44AC, was painted into the standard Conrail color scheme. It was the first heritage unit released, on March 15, 2012.