History of the Equestria & Gensokyo Railway (EGR)

History of

Equestria & Gensokyo Railway

It started off as a merger between the Gensokyo National Railway (GNR) and Equestria Railways (ER) in 1949. The unified railway company continued to run separately for several years as there was no way to directly connect the two.
Equestria Railways was once a nationalized program. Serving both passenger and freight services. Meanwhile, the Gensokyo National Railway has more of a freight service, as it served the Kappa Valley transporting ores and metals to the various workshops.
Even if the two railways were to be directly linked the two railways had two different gauges Gensokyo had a 2 foot 4 inch railway has it had to deal with local mines and mountainous terrain. Equestria maintained a 3 foot 6 inch standard gauge.
In 1953, The Gensokyo & Equestrian Railway (GER)'s  hopes were answered. Advances in interdimensional gaps now allowed trains to cross into Gensokyo from Equestria and vice versa via a tunnel. The railway had to pay 1.2 Million dollars to have access to building tracks and using the gaps.
The Gensokyo half of the railway began being reconstructed, with standard gauge track being laid and the phasing out of the narrow gauge railway (the last train ran in 1978, with the track being scraped the following year). Long standing gaps where installed inside tunnels, gaps can be closed if necessary or removed if the railway were to close or if rights to run trains into and from Gensokyo were to be revoked, fortunately, neither has happened.
Finally, in spring of 1955, the first train ran from Ponyville and into Kappa Valley. To prevent youkai raids, all crew had to carry guns or use spell cards if available. A small terminus was later built at the human village, and to a lesser degree, a spur line to the Scarlet Devil Mansion to bring in supplies to later supplement a large scale meth superlab in 2011.
The locomotives during the early period (1953-1966) were locomotive native to Equestria, with well tank steam engines and several American imported diesels. In Gensokyo however, the narrow gauge railway was still a major thing in the Kappa Valley and were mostly Kerr Stuart locos, some of which were modified to become tender engines.
By 1958, trains criss-crossed through the gaps constantly everyday. The company soon started to see some problems. First, the aging fleet started to show some issues. The well tank locomotives, though they have a low maintenance and running cost, they were notorious for constant refueling and high fueling costs. The diesel on the other hand suffered from reliability problems and increasingly frequent breakdowns and in need of large overhauls.
In 1963, the railway bought 20 new steam locomotives from British Railways, knowing they could obtain newly built locomotive at a low cost due to the railway's ousting of steam in favor of diesels. The british steam locomotive soon replaced the fleet of well tanks and some of the diesels.
By 1965, the Gensokyo and Equestria halfs of the railway got their locomotives replaced. The narrow guage in Gensokyo however only got some retired narrow gauge locomotive on varying degres of disrepair.
However, 1966 brought the retirement of CEO Ashen Hattrail. The railway found a replacement, Jack Trample. The Trample Era (1967-1972) brought in an albeit half baked modernization plan, which included replacing the entire fleet, constructing several Railworks (two of which were actually built, in Kappa Valley and Ponyville respectfully), and electrifying all track (which didn't happen until 1999 and even so, it was only on high traffic lines with large metropolitan connections).
In 1969, the company had it's first net loss, which resulted in the scrapping of the modernization plans.

Then I got bored writing this a long time ago.