New England Central Railroad: Roster, History, Photos
Published: January 20, 2025
By: Adam Burns
Railroads have always been a cornerstone of industrial and economic development, threading through the historical and geographical tapestry of North America.
Among these, the New England Central Railroad (NECR) stands as a significant player, weaving through landscapes of rich heritage and evolving commerce.
Spanning from the Canadian border in Vermont to New London in Connecticut, the NECR offers fascinating insights into railroading in the northeastern United States.
New England Central GP38s #9533, #9527 and #9523 are southbound with train #608 as it rolls beneath the Route 32 underpass south of Stafford Springs, Connecticut on February 27, 1998. Doug Kroll photo.A Brief History
The roots of the New England Central Railroad are entrenched deeply in the broader history of rail lines evolving in the 19th century. The original route that the NECR occupies was laid out by the Central Vermont Railway, which began operations in the mid-1800s.
The Central Vermont was a longtime Canadian-owned system. Initially operated by the Grand Trunk Railway, it came under the control of the Canadian National Railway (CN) in 1927. Owned by the Canadian government, CN maintained CV as a distinct entity, complete with its own green and yellow locomotives.
The 1980s saw a downturn for CV, plagued by declining freight volumes— an ailment not remedied by CN’s introduction of modern locomotives in the early '90s. The Canadian government’s 1992 privatization of CN included plans to offload less profitable lines, including CV.
By 1993, CN sought to sell CV, and RailTex Corp., a shortline railroad holding company, proposed a purchase via its new subsidiary, the New England Central Railroad (NECR). This deal was finalized in early 1995.
By February 3, 1995, CV was transitioning to NECR control, a process completed by February 6. Under NECR, the line saw marked improvements in service and crew flexibility, sparking a turnaround. In just a year, declining traffic trends reversed, and within two years, more than 30,000 carloads were being moved annually. This success garnered the 1995 Short Line Railroad of the Year award from Railway Age.
The acquisition signaled a renewed focus on regional rail services, catering primarily to freight transport which has helped bolster the regional economy. The fortunes of the NECR were revitalized with this transition, positioning it as a key short-line operator in New England, an area renowned for its bustling activity and significant shipping routes.
Initially, NECR used ex-Gulf, Mobile and Ohio Railroad EMD GP38s. However, by the late '90s, they incorporated leased locos, mainly former Conrail EMD SD40-2s.
Early in NECR's operations, a collaboration with the state of Connecticut sought to boost activity at the Port of New London, especially after the State Pier’s collapse. Local media praised NECR's "aggressive efforts" to stimulate rail and maritime business in New London. A rebuilt pier opened in 1998, with tracks directly serving the port, where the operator leased four acres for cargo storage.
Geography and Route
The NECR stretches approximately 384 miles, traversing Vermont, New Hampshire, Massachusetts, and Connecticut. One of the hallmarks of the NECR is the scenic route it travels, characterized by rolling hills, dense forests, and picturesque towns quintessential to New England. This route serves both as a logistical corridor for freight and a potential avenue for future opportunities in tourism and passenger service initiatives.
The mainline extends from St. Albans, Vermont, near the Canadian border, to New London, Connecticut, affording it strategic access to crucial ports, intermodal facilities, and connections with other major rail carriers.
This geographic span across varying terrains presents both challenges and opportunities in terms of rail operations, requiring meticulous planning and innovative logistical solutions to maintain efficiency.
Operations and Economic Impact
Primarily focused on freight, the New England Central Railroad plays a pivotal role in the transportation of a diverse array of goods. The railroad’s freight service includes the transport of commodities such as lumber, paper, grain, cement, chemicals, and other aggregate materials. By serving as a critical link between local producers and broader national and international markets, the NECR facilitates economic growth for the regions it traverses.
Moreover, the NECR’s strategic connections with larger railroads like Canadian National Railway, CSX Transportation, and Pan Am Railways enhance its capability to efficiently transfer goods across North America, particularly through key ports in the Northeast. This connectivity ensures that regional manufacturers have access to a seamless transportation network that is cost-effective and timely.
Beyond freight, the NECR holds potential for future developments in passenger services. Passenger rail services, particularly on attractive scenic routes or connecting urban centers, represent an area for growth—able to attract tourism and provide sustainable transit options that resonate with environmental goals.
Technological Innovations and Challenges
Like all modern railroads, the NECR is continually adapting to technological advancements that enhance operational efficiency, safety, and environmental sustainability.
Implementing Positive Train Control (PTC) and advanced signal systems are among the measures that reinforce its safety standards, particularly given the challenging weather conditions that can affect operations in the New England area.
However, the NECR faces ongoing challenges. Maintaining infrastructure—bridges, tracks, and stations—across varying climates and terrains requires significant investment and planning. Funding these projects often involves collaboration with federal, state, and local authorities to ensure comprehensive development.
The NECR also has to strategically balance modernizing its services with the heritage aspect of railroads, preserving the historical significance many communities associate with these rail lines.
Ownership Changes
RailTex’s acquisition by RailAmerica in 2000 and its subsequent purchase by Fortress Investments in 2007 had minimal impact on NECR.
By November 9, 2010, NECR embarked on a project to increase speeds on its Vermont trackage to 59 miles per hour and up to 79 miles per hour south of White River Junction for passenger service. These improvements, funded by a $70 million federal grant under the American Recovery and Reinvestment Act, aimed to reduce travel times for Amtrak's Vermonter.
Hurricane Irene in August 2011 inflicted widespread damage upon NECR’s main line, particularly a six-mile segment in Vermont, which was temporarily down. Despite the obstacles, service resumed by September 13, with full repairs soon completed.
In December 2012, Genesee & Wyoming, a Connecticut-based holding company, acquired RailAmerica’s former RailTex lines. This triggered a system-wide locomotive shuffle, phasing out the original NECR yellow-and-blue paint scheme in favor of Genesee & Wyoming’s colors. In 2016, Genesee & Wyoming expanded by purchasing the Providence and Worcester Railroad, a freight interchange partner with NECR.
Future Prospects
Further expanding its footprint, NECR acquired the shortline Claremont-Concord Railroad in 2015, along with its Claremont line and freight rights on a state-owned route in Lebanon, New Hampshire.
Looking forward, the New England Central Railroad is poised for continuous growth while balancing its rich historical legacy. As national and international trade demands evolve, the NECR is well-positioned to adapt, leveraging its strategic geographic location to meet future logistical demands.
Investments in infrastructure, technology, and potential expansion into passenger services could further secure the NECR’s role as a critical component of the New England transportation framework. Collaboration with governmental bodies, environmental groups, and community stakeholders will continue to be crucial as the railroad pursues sustainable growth initiatives.
Significantly, the NECR's adaptability and resilience exemplifies the broader rail industry’s possibility of transforming challenges into opportunities within the interconnected world of logistics and transportation.
Diesel Roster
| Road Number | Model Type | Builder | Serial Number | Completion Date | Notes |
|---|---|---|---|---|---|
| 417 | GP40-2 | EMD | 74650-2 | 10/74 | Has been returned to service; ex-FEC 417 |
| 437 | GP40-2 | EMD | 786169-5 | 10/79 | Ex-FEC 437 |
| 722 | SD40-2 | EMD | 796297-98 | 3/80 | Ex-FEC 722 < PRSX 3756 < nee UP 3756 |
| 809 | MT-4 | EMD | 24865 | 6/59 | Ex-N&W 856 |
| 1237 | SBB1200 | EMD | 18962 | 12/53 | Ex-NOLR 1237 < TNER 1237 < SDIV 1237 < ATSF 1237 < nee ATSF 2437(1st) |
| 1500 | SW1500 | EMD | 32156 | 10/66 | Ex-CR 100 < ACW 1500 < ACW 1315 < CSX 1315 < nee RFP 01; to ME 20 |
| 1900 and 1901 | SD9M | EMD | 25261, 25268 | 4,5/59 | Ex-GSWR 1900-1901 < nee DMIR SD9161, 168 |
| 2011 | GP38 | EMD | 36325 | 7/70 | Ex-NECR 3843 < GXER 3843 < NCVA 3843 < CSXT 2142 < SBD 6233 < nee L&N 4012 |
| 2151 | GP38-2 | EMD | xxxx | xxx | Ex-Alton & Southern |
| 2168 | GP38-2 | EMD | 73752-7 | 1/74 | Ex-NS 5114 < nee SOU 5114 |
| 2340 | SW1500 | EMD | 36132 | 3/70 | Ex-PIR 2340 < nee SOU 2340 |
| 2674 | SD40M-2 | EMD | 334558 | 1/69 | Ex-UP 2674 < SP 8598 < VMVX 6583 < CNW 6583 < BN 6464 < nee CBQ 523 |
| 2680 | SD40M-2 | EMD | 37718 | 9/71 | Ex-UP 2680 < SP 8604 < VMVX 8927 < CSX 8927 < SBD 8927/2027 < nee SCL 2027 |
| 2681 | SD40M-2 | EMD | 34426 | 3/69 | Ex-UP 2681 < SP 8605 < NECR 9058 < nee SSW 9058 |
| 2716 | SD40M-2 | EMD | 32090 | 6/66 | Ex-CEFX 3146 < UP 2716 < SP 8640 < MKCX 8303(2nd) < CSX 8303 < SBD 8303/1227 < nee LN 1227 |
| 3015 | GP40-2LW | GMD | A3035 | 6/74 | Wears GWI colors; ex-RMPX 9457 < nee CN GP40-2LW 9457 |
| 3040 | GP40-2LW | GMD | A3073 | 9/74 | Ex-TP&W 4055 < nee CN GP40-2LW 9495 |
| 3318 | SD40-2 | EMD | 786265-48 | 6/80 | Ex-OHCR 4027 < OHCR 8277 < nee SP 8277 |
| 3802 | GP38-3 | EMD | 35272 | 9/69 | Ex-CORP 3802 < LLPX 2742 < NA 2742 < nee SOU 2742 |
| 3809 | GP40U | EMD | 33275 | 9/67 | Ex-GP40 #4001 < Chesapeake & Albarle 4001 < nee N&W 1384 |
| 3812 | GP38-3 | EMD | 35269 | 9/69 | Ex-CBNS 3812 < IORY 3812 < LLPX 2007 < NS 2739 < SOU 2739; to GSWR 3812 |
| 3840 | GP38-2 | EMD | 36993 | 3/71 | Ex-GMTX 2654 < LLPX 2044 < CSX 1979(2nd) < CR 7904 < nee PC 7904(2nd) |
| 3843 | GP38 | EMD | 36325 | 7/70 | Ex-GEXR 3843 < NCVA 3843/5142 < CSX 2142 < SBD 6233 < nee LN 4012 |
| 3844-3845 | GP38AC | EMD | 35165, 35167 | 8/69 | See NECR 9521, 9523 |
| 3847-3848 | GP38 | EMD | 35171-2 | - | See NECR 9547-9548 |
| 3849-3855 | GP38 | EMD | 35174-5, 77-81 | - | See NECR 9530-31 & 33-37 |
| 3857, 3859 | GP38 | EMD | 36086, 35173 | - | See NECR 9549, 9529; #3859 to DGNO 3859 |
| 3869 | GP38 | EMD | 36024 | 12/69 | High hood unit, ex-NREX 2776 < NS 2776 < SOU 2776 |
| 4001 | GP40 | EMD | #? | - | Converted to GP40CU 3809; ex-Chesapeake & Albarle 4001 < nee N&W 1384 |
| 4030 | GP40G | EMD | 34823 | 2/69 | See NECR 3075 |
| 4047 | GP40 | EMD | 34837 | 2/1969 | Retired, ex-BN 3078 < nee B&O 3714 |
| 4048 | GP40G | EMD | 34835 | 3/69 | Ex-BN 3080 < GATX 3722 < nee B&O 3722; to EARY 4048 < |
| (4049) | GP40 | EMD | 34835 | 1/71 | (see Note A); ex-NECR 6526 |
| 5032-5033 | SD40 | EMD | 37001, 37005 | 1/71 | #5032 sold to Andersons; ex-HLCX 5032-5033 < Conrail 6275, 6279 < nee PC 6275, 6279 |
| 6281 | SD40 | EMD | 37007 | 1/71 | Ex-(HLCX 5034) < Conrail 6281 < nee PC 6281 |
| 6526 | GP40 | EMD | 34835 | 1/71 | EX-NREX 6526 < CSX 6526 < B&O 3750; to NECR 4049 > EARY 4049 |
| 9510 | GP38A | EMD | 35675 | 2/70 | Ex-CR 3171 < IC 9520 < ICG 9520 < nee GMO 701(2nd) |
| 9520 | GP38 | EMD | 35164 | 8/69 | Ex-ICG 9510 < ICG 1776(1st) < ICG 9510 < nee IC 9510; to ISRY 9510 > ISRY 3814 |
| 9521, 9523 | GP38AC | EMD | 35165, 35167 | 8/69 | Ex-IC 9521, 9523 < ICG 9521 & 23 < nee GMO 702(2nd) & 704(2nd); to NECR 3844-3845 |
| 9527-9528 | GP38 | EMD | 35171-72 | 8/69 | Ex-IC 9527-9528 < ICG (same #s) < nee GMO 708-709; to NECR 3847-3848 |
| 9529 | GP38 | EMD | 36086, 35173 | 8/69 | Ex-I C9529 < ICG 9529 < nee GMO 710(2nd); to NECR 3859 > DGNO 3859 |
| 9530-31, 9533-37 | GP38 | EMD | 35174-5, 77-81 | 8/69 | Ex-IC 9530-31 & 9533-37 < ICG (same #s) < nee GMO 7111-12, & 714-18; to NECR 3849-3855 |
| 9539 | GP38 | EMD | 35183 | 8/69 | Ex-CR 324 < IC 9539 < ICG 9539 < nee GMO 720; to GEXR 9539 |
| 9543 | GP38 | EMD | 36082 | 3/71 | Ex-IC 9543 < ICG 9543 < nee GMO 724; to GEXR 9543 > GEXR 3835 |
| 9549 | GP38 | EMD | 36086 | 4/71 | Ex-IC 9549 < ICG 9549 < nee GMO 730; to NECR 3857 |
New England Central GP38s #3857, #3845 and #3846 lead train #610 as it rolls southbound along the Middle River through Stafford Springs, Connecticut on March 4, 2000. Doug Kroll photo.Present Day Operations
The New England Central is more than just tracks and trains; it is a lifeline that supports the economy, connects communities, and preserves a vital part of America's transportation heritage.
By embracing the imperatives of modernization, sustainability, and service expansion, the NECR remains a thriving testament to the enduring relevance and adaptability of railroads in a dynamic global landscape.
As a conduit through which history and innovation meet, the New England Central Railroad continues to chart its path into the future—a path that is as much about heritage as it is about progress. Through each mile it covers, the NECR adds another chapter to the long and storied narrative of railroads in New England and beyond.
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