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"Empire State Express" (1941 Train): Timetables, Route, Consist

Last revised: September 18, 2026

By: Adam Burns

George H. Daniels had been the New York Central & Hudson River’s general passenger agent only since 1889 when he put a name on a day train. The Empire State Express left Grand Central Station for Buffalo on December 7, 1891—vestibuled Wagner cars, an advertised eight hours and forty minutes, the Water Level Route sold as speed. Fifty years later to the calendar day the same railroad put two Budd stainless trainsets on the same name. J-3a Hudson 5426 had the published first consist. The Japanese attack on Pearl Harbor that morning (Hawaii time) reached the East that afternoon. The train ran anyway.

It was never the all-Pullman flagship. That honor passed to the 20th Century Limited on June 2, 1902. The Empire stayed the daylight machine: New York to Buffalo, later with sections beyond to Cleveland Union Terminal and Michigan Central Station, Detroit, the Detroit cars running southern Ontario. Numbers 51 west and 50 east. The Central dropped the name on December 2, 1967 and started Empire Service the next morning. Amtrak kept the corridor on May 1, 1971, borrowed the old name again in 1974, and still runs the Hudson and Mohawk as the Empire Service.

New York Central publicity photograph, circa 1941, of J-3a 4-6-4 5429, one of two Hudsons (the other was 5426) the Edward G. Budd Company of Philadelphia dressed to match the stainless Empire State Express. American-Rails.com collection.

On this page: At a glance · What it was—and was not · Daniels, 1891 · 4-4-0 999 · After the Century · Budd stainless, 1941 · December 1 and December 7 · Consist · Route and timetables · Niagaras, then E units · December 2, 1967 · Amtrak and the name · What survives

At a glance

Distances and 1948 times follow the live public timetable. 1941 car count from the Central’s 1941 annual report. Information compiled September 18, 2026.

What it was—and was not

For a decade after 1891 this was the Central’s crack train, the one Daniels advertised until the Century took Chicago and the overnight trade. After 1902 it was still a name people knew: a reserved-seat day liner up the Hudson and across the Mohawk, not a hotel on wheels. The 1941 Budd cars made it a streamliner without making it a second Century. Coaches, parlors, diners, a tavern-observation. No all-Pullman extra fare. No Dreyfuss gray flannel. Stainless fluting and a pair of Hudsons cut to match.

The locomotives belong on their own page. The Hudson class is New York Central’s J. The type is the 4-6-4. 4-4-0 999, the 1893 speed claim, sits with the other preserved Americans on the 4-4-0 roster. Amtrak’s present New York–Niagara Falls corridor, fares, and station list are the Empire Service guide. This page stays with one name on the Water Level Route.

Daniels names a day train

The railroad in 1891 was still the New York Central & Hudson River. Commodore Vanderbilt was fourteen years dead. Grand Central Terminal did not exist; trains used Grand Central Station at 42nd Street. Daniels, hired in 1889, understood publicity the way later passenger men understood streamliners. He wanted a named daylight run that would make the Empire State feel small.

On September 14, 1891 a special covered the 436 miles New York to Buffalo in 7 hours 6 minutes, including stops: average 61.4 mph, a timed top of 82. That was the stunt. Daily service began December 7, 1891. The advertised card was 8 hours 40 minutes, about 52 mph start to stop—not the special’s seven hours. A typical first consist was vestibuled Wagner Palace Car Company equipment: buffet-smoker, drawing-room car, two coaches. Westbound left at 9:00 a.m. and was into Buffalo at 5:40 p.m. Wagner later went into Pullman. The cars were wood. The point was the schedule.

The 1893 Official Guide still printed on the order of 8 hours 40 minutes for about 440 miles. The train’s fame was not that it ran like a 1941 streamliner. It was that a day train had been given a name, a schedule, and a press agent who knew how to use both.

West Albany’s 4-4-0

William Buchanan, the Central’s mechanical superintendent, had West Albany build a 4-4-0 with 86-inch drivers for the assignment. Number 999, about 37 feet of engine, Class I (some period lists call the Americans Class C). She entered service in 1893, in time for Chicago’s World’s Columbian Exposition. On May 9, 1893—some accounts print May 10—the railroad timed her at 112.5 miles an hour on a mile near Batavia, New York, on an Empire State Express run. That figure is the company’s claim. A railway timer riding the train later argued for something closer to 81. What is not in dispute is the publicity: a 4-4-0 on a pedestal at the Fair, a generation that believed an American type had gone past 100, and a locomotive that stayed in the papers for a decade.

999 is preserved at the Museum of Science and Industry in Chicago.

The Century takes the night; the Empire keeps the day

On June 2, 1902 the Central put the 20th Century Limited on New York–Chicago. From that date the Empire was no longer the railroad’s first train. It did not need to be. Day coaches and parlors to Buffalo still sold. About 1905 the consist took newer cars—coaches, a diner-buffet, and, on some days, through Pullman space beyond Buffalo. The 4-4-0s wore black paint and gold-leaf lettering, with “Empire State Express” on the tender. By the 1920s the train was heavyweight steel and, in time, unstreamlined J-class Hudsons. Grand Central Terminal opened in 1913. The Water Level Route did not change.

The Central’s first designed streamliner was not this train. Henry Dreyfuss rebuilt heavyweights for the Mercury in 1936, Cleveland–Detroit. The 1938 Century got ten factory-streamlined J-3as, 5445–5454, and Pullman-Standard cars in gunmetal. The Empire waited until 1941, and when it came it came in Budd stainless, not Dreyfuss gray.

Two trains of fluted steel

The Edward G. Budd Company of Philadelphia shot-welded the cars. A New York Times note of July 10, 1941 put the price at $2,500,000 and a keel-laying at the Budd plant: president F. E. Williamson and Edward G. Budd himself on a shot-welding machine. The Central’s 1941 annual report counted the result as 32 stainless-steel cars, two complete trains, folded into the Equipment Trust of 1941. Lot 2147 was sixteen 56-seat coaches built for this assignment. Most named cars honored New York governors. Roofs were painted black to match the Hudsons. Interiors had air-conditioning and the usual 1941 daylight comforts. The railroad sold it as the finest daytime train in the world, which is advertising, and as streamlined luxury for everyday travel, which is closer to how the seats were actually used.

Steam from Harmon was a choice. The Central was still unsure diesels would last, and Harmon already turned Hudsons. Chase H. Knowlton and George M. Davies drew a Dreyfuss-influenced bullet nose; Budd put fluted stainless on the valances and tenders so the engines would look like the cars. They were not the ten Century Hudsons. They were not Henry Dreyfuss as sole designer, whatever the later toy-train copy says. Two engines, 5426 and 5429, Alco Schenectady October 1937, shrouded in 1941. Their story, specifications, and scrap dates are the companion page.

Leslie Ragan (1897–1972), often commissioned by the New York Central, The New Empire State Express. American-Rails.com collection.

Christened on the first; inaugurated on the seventh

Mrs. Herbert H. Lehman, wife of the sitting governor, christened the train in Grand Central Terminal on Monday, December 1, 1941, with New York State wine. Speakers included Governor Lehman, M. J. Alger (vice-president, traffic, standing in for Williamson), and Edward G. Budd. An exhibition tour had already begun: New York, Albany, Schenectady, Utica, Syracuse, Rochester, Westfield, Erie, Buffalo. The Central’s employee magazine Headlight counted 83,634 visitors. Cleveland and Detroit exhibitions were cancelled. Revenue service was timed for the name’s fiftieth year: Sunday, December 7, 1941.

Westbound 51 changed power at Harmon. 5426 had the first published consist. 5429 had the second trainset. Electric motors handled Grand Central–Harmon; steam took the train up the river. Company photographers posed the stainless cars on the Hudson Division that month. One still, with Breakneck Ridge behind the train just north of Cold Spring, is Carl Trainer’s, from the Rome Sentinel. Pearl Harbor emptied the lineside crowd the publicity department had wanted. The day liner still earned its keep through the war.

J-3a 5426 on the Empire State Express. 5429 was the other shrouded Hudson; both lost the stainless by about 1949–50. Ed Nowak photograph. American-Rails.com collection.

The streamlined Empire State Express just north of Cold Spring, New York, December 7, 1941, Breakneck Ridge on the west bank. Carl Trainer photograph, Rome Sentinel. American-Rails.com collection.

Two sixteen-car sets

Each trainset was a full daylight machine: RPO, buffet-lounge, three parlors, two diners, coaches, tavern-observation. Named cars after governors. One observation was Theodore Roosevelt; the other, Franklin D. Roosevelt, for a living former governor. A parlor on the first set was Herbert H. Lehman, for the man whose wife had swung the bottle six days earlier. The lists below are the New York–Buffalo cars as published for December 7, 1941. Detroit and Cleveland sections split at Buffalo—typically a parlor or two, a diner, and coaches on the Detroit side via Ontario; the rest through to Cleveland.

December 7, 1941 — first consist (5426)

December 7, 1941 — second consist (5429)

The RPO cancelled mail N.Y. & CHICAGO R.P.O., train 51 or 50. Seats were reserved. The consist grew and shrank with the war and after it; the 1945 equipment lists on file with the railroad are the two scans below.

Consist (1945)

New York Central consist pages for the Empire State Express, 1945. American-Rails.com collection.

Buffalo, then Cleveland and Detroit

The 1941 public folder already timed the train through to Cleveland and Detroit. It was not a postwar afterthought. Westbound 51 split at Buffalo Central Terminal: one section along the Lake Erie shore to Westfield, Erie, East Cleveland, and Cleveland Union Terminal; the other across the Canada Southern / Michigan Central through St. Thomas to Windsor and Michigan Central Station. Eastbound 50 gathered the same cars. From the early 1960s the Buffalo–Detroit piece was often a connecting train rather than through cars. For a time coaches off the Empire also joined the Buffalo–Toronto Express with Canadian Pacific.

Between 125th Street and Albany the streamliner was among the Central’s most limited stops, Harmon excepted (the electric-to-steam change). The 1941 folder: 9:00 a.m. Grand Central, 4:50 p.m. Buffalo, 8:30 p.m. Cleveland, 9:55 p.m. Detroit. Eastbound Detroit 8:30 a.m., Cleveland 9:55 a.m., Buffalo 1:30 p.m., Grand Central 9:30 p.m. By the July 18, 1948 public timetable the New York–Buffalo card had tightened and shifted an hour earlier out of Manhattan.

Timetable (July 18, 1948)

Eight hours west, eight hours fifteen minutes east, 435.4 miles. Distances beyond Buffalo on the same card: 185.1 to Cleveland, 251.7 to Detroit.

Niagaras, then E7s and E8s

Dedicated Empire steam lasted into 1946. A circle of shop and assignment dates puts 5426 and 5429 off the lead that spring; Niagaras and then Electro-Motive E7s took the name train. E7A 4011 is on the point at Lyons, New York, in October 1947, a few months out of La Grange, with two parlors, a diner, and five reserved coaches behind. 5426 still turned up in two-tone on the Mercury in 1947. The shrouds were gone by about 1949–50. Neither Hudson was saved.

New York Central publicity photograph of E7As, only a few months old, on the Empire State Express (New York–Buffalo) at Lyons, New York, October 1947. Leading unit 4011. Consist this day: two parlors, a diner, and five reserved coaches. American-Rails.com collection.

By 1961 the train was still a respectable daylight consist. Ed Nowak caught E8A 4046 at Peekskill on the Hudson with an RPO, baggage-buffet-lounge, two parlors, a diner, six coaches, a second diner, and a club-lounge-observation. Patronage was already falling. The Central cut the fleet around it and left the Empire on the card.

E8A 4046 on the eastbound Empire State Express at Peekskill, New York, 1961. Consist: RPO, baggage-buffet-lounge, two parlors, a diner, six coaches, a second diner, and a club-lounge-observation. Ed Nowak photograph. American-Rails.com collection.

A number, then Empire Service

On December 2, 1967, the 20th Century Limited made its last westbound departure from Grand Central. The Empire lost its name on the same timetable change. On December 3 the railroad started Empire Service: interval day trains New York–Albany and New York–Buffalo in place of the old named extras. Penn Central took the corporation on February 1, 1968. The corridor trains kept running, mostly without names. They were not cancelled when Amtrak began on May 1, 1971. Amtrak kept Penn Central’s Empire Service.

The name, borrowed twice

Amtrak put individual names back on Empire Corridor trains on May 19, 1974. One of them was the Empire State Express, New York–Buffalo. On October 31, 1974, with New York and Michigan money, the train ran through to Detroit via southern Ontario—the first restored New York–Detroit service by that route since Penn Central’s successor to the Central’s Wolverine. On April 25, 1976 Amtrak renamed it the Niagara Rainbow. The old name came back in 1978 as a New York–Buffalo train, then to Niagara Falls. Individual Empire Corridor names came off the timetable on October 28, 1995. The corridor itself is still there. Fares, stations, and today’s Empire Service are the Amtrak guide. The overnight Chicago train on the same Water Level Route is the Lake Shore Limited.

Stainless after the name

The coaches outlived the train. In 1966 the Central rebuilt 56-seat Empire coaches as 108-seat commuter cars (walk-over seats) for the Hudson and Harlem suburban pool. Metro-North ran them into the mid-1980s. Rochester Chapter NRHS bought six in 1987; RPO Alonzo B. Cornell (NYC 5021) joined in 1991. The Rochester & Genesee Valley Railroad Museum held the set until 2022–23, when the Fort Wayne Railroad Historical Society took seven cars—six coaches and the Cornell RPO—for restoration and excursion service as its Great Steel Fleet. Named coaches in that group include Hamilton Fish (2571), David B. Hill (2572), and Charles S. Whitman (2578), plus 2566, 2567, and 2568. Other Budd cars from the order survive in private and carnival-train hands. 999 remains in Chicago. No Empire Hudson was preserved. No New York Central Hudson of any class was preserved.

Related reading on American-Rails.com

• NYC 4-6-4s 5426 & 5429 · NYC Hudsons (Class J) · 4-6-4 Hudson type
• New York Central · 20th Century Limited · Mercury · NYC Niagara 4-8-4s
• The Great Steel Fleet · Grand Central Terminal · 4-4-0 American
• Amtrak Empire Service · Lake Shore Limited · Streamliners

Sources

• New York Central System, Headlight, January 1942 (December 1 christening by Mrs. Herbert H. Lehman; Edward G. Budd and M. J. Alger; exhibition tour 83,634 visitors; twin 16-car trains)
• New York Central Railroad, Report of the Board of Directors to the Stockholders for the year ended December 31, 1941 (32 stainless-steel cars, two Empire State Express trains, Equipment Trust of 1941)
• New York Times, July 10, 1941 (“Stainless Steel Cars”—Budd keel-laying, $2,500,000, Williamson and Budd)
• New York Central, The New Empire State Express public folder, 1941 (New York–Buffalo–Cleveland–Detroit times; reserved seats)
• New York Central public timetable, July 18, 1948 (trains 51/50, New York–Buffalo times transcribed above)
• Doughty, Geoffrey H. New York Central’s Great Steel Fleet, 1948–1967, revised edition. TLC Publishing, 1999
• Schafer, Mike, and Joe Welsh. Streamliners: History of a Railroad Icon. MBI, 2003
• Solomon, Brian, and Mike Schafer. New York Central Railroad. Andover Junction / MBI, 2007
• Wegman, Mark. American Passenger Trains and Locomotives Illustrated. 999 timing claim May 9, 1893 (some accounts May 10), 112.5 mph near Batavia
• American-Rails.com, 1890s (999 date alignment) and 5426 and 5429 (Knowlton and Davies shroud; Harmon steam; shrouds off about 1949–50)
• Rochester & Genesee Valley Railroad Museum; Fort Wayne Railroad Historical Society / Great Steel Fleet, 2023 (seven 1941 cars: RPO 5021 Alonzo B. Cornell and coaches 2566, 2567, 2568, 2571, 2572, 2578; 1966 108-seat commuter rebuilds)
• Amtrak public timetables and route lists: Empire Service names May 19, 1974; Detroit extension October 31, 1974; Niagara Rainbow April 25, 1976; Empire Corridor names dropped October 28, 1995

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49. Indiana Harbor Belt Diesel Roster (All-Time)

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    All-time diesel roster of the Indiana Harbor Belt. 202 locomotive frames, each counted once. NW2s, SW7s, SW1500s, road switchers, and gensets. Slugs and boosters are outside the count.

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50. Indiana Harbor Belt Steam Roster (Built Since 1900)

    Oct 25, 26 12:13 AM

    
    Steam locomotives of the Indiana Harbor Belt built since 1900. 182 engines, each counted once. 0-6-0s, 2-6-0s, 0-8-0s, and 2-8-2s. The three U-4a switchers are three-cylinder Brooks engines of 1927.

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