The TStL&W ownership was transferred to its successor the New York, Chicago and St. Louis Railroad (the "Nickel Plate Road") in 1923 and then to the Norfolk and Western Railway (N&W) in 1964.

Prior to the 1960s mergers resulting in Penn Central Transportation and the Norfolk and Western Railway, the link between these two cities was vitally important to the independent railroads in the area, particularly the GTW and the Nickel Plate.

Immediately following the purchase of the right-of-way, they began the actual grading of the road and construction of the Ottawa River bridge just north of Toledo.

[1] At the same time they contracted to extend the line northward from Trenton to a connection with the Wabash at River Rouge, on the south side of Detroit.

When the line was completed, the D&TSL had no equipment except a small locomotive bought from the contractor and an old dummy saddle tank engine that had previously operated on the New York City elevated.

In 1906 a classification yard-named Lang Yard after the road's auditor was started just north of the Toledo city limits along with a roundhouse, turntable and machine shop.

Over the years additional equipment was purchased and many improvements were made as the Shore Line developed into a vital and prosperous property.

In 1922 the Clover Leaf became part of the Van Sweringen's Nickel Plate, bringing its 50% interest in the D&TSL under the NKP banner.

Through service with the GTW was inaugurated in 1921, and until the early 1940s Shore Line power and crews operated through to Durand and Flint.

The three SW7s, which were not equipped for multiple-unit operations, were used on locals, transfers and "Bum Jobs" (extra yard assignments) while the SW9s generally would stay on the hump.