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New Haven Railroad: Rosters, Map, Logo, History, Trains

Last revised: October 10, 2026

By: Adam Burns

The New York, New Haven & Hartford was southern New England's railroad. The Shore Line was its direct route between New York and Boston, and the branches filled Massachusetts, Rhode Island, Connecticut, and New York. Thousands of commuters rode it every day, into Grand Central Terminal and, after 1917, into Pennsylvania Station. The 1952 system map, page 125, prints a total mileage of 1,838.89. Headquarters were in New Haven. The reporting mark was NH.

Penn Central took the rail assets at 11:59:59 p.m. on December 31, 1968, and operated them from January 1, 1969. The New York–Boston main line is Amtrak's Northeast Corridor.

EF-1 No. 83 and EF-2 No. 0114 at the Van Nest Shops in the Bronx, circa 1955. Meyer Pearlman photo. No. 83 was out of service after a derailment at Oak Point Yard. A crane re-railing it damaged the roof overhang, and the locomotive stayed out of service. No. 0114 was working as a power station, turning the 11,000-volt alternating current into 600-volt direct current to test third-rail shoes. American-Rails.com collection.

On this page: At a glance · Hartford and the Shore Line · The New England system · System map, 1952 · Maybrook · Passenger trains · Electrification · Steam and diesel · Penn Central · Timetables, 1952

At a glance

Hartford & New Haven, and the road to New York

The grandfather road was the Hartford & New Haven. The Interstate Commerce Commission's valuation dates its Connecticut incorporation to May 29, 1833. Construction was underway in 1836, and the line between Hartford and New Haven opened in 1839. John Weller, in The New Haven Railroad: Its Rise and Fall, notes that the grandfather of J. P. Morgan was an investor. Morgan himself later held a large stake in the consolidated company, alongside his interests in other trunk lines.

The New York & New Haven was chartered on June 20, 1844, to join its two namesake cities. Peter Lynch, in New Haven Passenger Trains, dates the opening from Woodlawn, in the Bronx, to New Haven in January 1849. Twelve miles of trackage rights on the New York & Harlem, later the New York Central, carried the trains into downtown Manhattan. On November 1, 1870, the New York & New Haven leased the Shore Line Railway. That company reached back to the New Haven & New London of 1848 and took the Shore Line name in 1864. It followed the north shore of Long Island Sound from New Haven to New London and became the Shore Line Division.

The two roads were the natural pair. The Interstate Commerce Commission dates the consolidated carrier to August 6, 1872, formed under a Connecticut law of July 26, 1871, and a Massachusetts law of April 5, 1872, with its principal office in New Haven. Rhode Island incorporation followed on May 17, 1893. Bishop's term as president, and a long run of railroad histories, count the merger from July 24, 1872. By then the railroad already reached from New York to New London, with a branch from New Haven up to Hartford.

Air Line, Old Colony, and the roads Morgan assembled

The first large addition on the inland side was the Air Line, taken in during 1882. The project began as the New York & Boston, chartered in 1846, to build the short, straight route its name advertised. Middletown's own town history records the reorganization as the New Haven, Middletown & Willimantic in 1867. Philip Blakeslee, in A Brief History of Lines West, dates the opening to April 25, 1873. The line was expensive, and it was about 25 miles shorter than the Shore Line. It failed, was reorganized as the Boston & New York Air-Line, and passed into the New York & New England. Under the New Haven it settled into a secondary role between New Haven, Middletown, Willimantic, and Boston.

The New York & New England came in on a 99-year lease dated July 1, 1898, and was folded into the New Haven in 1908. Its own page carries that railroad. The lease reached from Beacon, New York, through Hartford, to Providence and to Boston by way of Willimantic and Franklin. The Old Colony was leased on March 1, 1893, and with it the Boston-side lines to the Cape, New Bedford, and Fall River. The Naugatuck, from Devon to Winsted by way of Waterbury, was leased in 1887 and purchased in 1906. The Housatonic, and the New York, Providence & Boston along the Stonington shore, joined in the early 1890s. The precise years those two leases closed are told differently from one account to the next.

The Providence & Worcester was leased for 99 years from July 1, 1892. It resumed independent operation on February 3, 1973. Mike Schafer, in More Classic American Railroads, counts more than 200 predecessor railroads in the finished system. The University of Connecticut's account of the same story puts the figure at about one hundred small roads gathered in by 1904. The competitor that remained outside the family was the Boston & Albany, the New York Central's line through Springfield.

The New Haven Railroad logo. Author's work.

Charles S. Mellen was president from 1903 to 1913, the Morgan years. In that decade the New Haven held the Boston & Maine, the Maine Central, the New York, Ontario & Western, and the Rutland. Antitrust suits required the company to give those four up. The divestitures are part of each railroad's own history.

The 1952 system map

The public map of 1952 is page 125 of the same timetable folder reproduced farther down. Its header reads "Total Mileage, 1,838.89." That is route mileage of the New York, New Haven and Hartford and the connections the sheet draws with it. The University of Connecticut figure of 2,131 miles is a 1929 peak, and it counts track. The 1,502 route-miles Penn Central received in 1969 are the conveyance, after decades of abandonment had already begun.

System map of the New York, New Haven and Hartford and principal connections, 1952, page 125. The header prints a total mileage of 1,838.89.

Reading the sheet, the Shore Line runs New York, New Haven, New London, Providence, and Boston. A second passenger entrance left New Rochelle for Pennsylvania Station. Inland, the Springfield line climbed New Haven–Hartford–Springfield, and the Air Line ran New Haven–Middletown–Putnam–Readville. The Naugatuck reached Winsted. From Norwalk a line climbed to Danbury and Pittsfield. West of Derby the railroad ran to Campbell Hall and Beacon, the Maybrook gateway. On the Boston side the Old Colony lines reached New Bedford, Fall River, Plymouth, Woods Hole, and the Cape.

Poughkeepsie Bridge and the Maybrook gateway

Freight to the west went over the Poughkeepsie Bridge and into Maybrook. The first train crossed on December 29, 1888, and scheduled service began on January 1, 1889. The New Haven took control of the Central New England in 1904 and merged it on January 1, 1927. Maybrook was the eastern end of the Alphabet Route, the freight chain that included the Lehigh & Hudson River. The bridge burned on May 8, 1974. It reopened as the Walkway Over the Hudson on October 3, 2009. The bridge's own page carries the engineering.

From the Federal Express to the Puritan

Passenger service was the railroad's public face, long-distance trains and the commute together. The Hell Gate Bridge, Gustav Lindenthal's arch for the New York Connecting Railroad, is what put New Haven trains into Pennsylvania Station. Construction began on March 1, 1912, and the arch was completed in September 1916. Samuel Rea dedicated the bridge on March 9, 1917. Through Washington–Boston passenger service, the Federal Express, began on April 1, 1917.

The named trains of the postwar years are a long list, and the April 27, 1952 public folder below prints them in the columns. Among the ones with their own pages are the Merchants Limited, the Yankee Clipper, the Owl, the Senator, the Montrealer and Washingtonian, the Bar Harbor Express, the State of Maine, the East Wind, the Bankers, and the Dan'l Webster. The Puritan, the Gilt Edge, the Nathan Hale, and the Naugatuck to Winsted are in the same 1952 folder.

Train 5, the John Quincy Adams, at 210th Street in the Bronx in the fall of 1957. American Car & Foundry built the Talgo trainset. Fairbanks-Morse P-12-42s stood at each end so the train could reverse without turning. Passengers found the ride rough. The train came off on June 5, 1958, and the equipment was sold to the Ferrocarril de Langreo of Spain in 1962. Meyer Pearlman photo. American-Rails.com collection.

Two earlier streamliners have their own pages. The Comet of 1935 was a three-car, double-ended train. The Roger Williams of 1956 was a Budd trainset, cabs 140 and 141 and intermediates 160–163. Those are cars. The locomotives at the ends of the Talgo, and the dual-mode FL9s, are on the diesel roster.

DL-109 No. 0722 leaves Boston South Station with the Cranberry, Boston to Hyannis, in the early 1950s. American-Rails.com collection.

A pair of DL-109s with a passenger train in the 1950s. The photograph looks like the Shore Line. Author's collection.

FL9 No. 2044 arrives at Bridgeport, Connecticut, with train 20, the Puritan, on August 24, 1968. Roger Puta photo.

11,000 volts, from Woodlawn to New Haven

The electrification was alternating current at 11,000 volts, overhead. Britannica describes the project as the first main-line electrification in the United States. The first stretch, Woodlawn Junction to Stamford, was finished in the summer of 1907, so the trains could enter the new Grand Central Terminal. The wires reached New Haven in 1914. The New Canaan Branch was included, and the Berkshire line was wired as far as Danbury. The project stopped at New Haven. Amtrak closed the gap from New Haven to Boston in the early 2000s.

The first motors were 41 EP-1s, gearless B-B machines of about 1,000 horsepower, built for passenger trains. Trouble on the road led the shops to add unpowered leading trucks. The freight version was the EF-1, 36 locomotives on a 1-B-B-1 wheel arrangement, with geared motors and side rods, used where the railroad could run on the overhead wire alone. Nos. 83 and 0114, at Van Nest in the photograph above, are that generation. Around 1920 the EP-2s followed, a 1-C-1+1-C-1, with about twice the power. Streamlined double-ended motors, the EF-3s and EP-4s, came later.

A postcard of EP-3 No. 352 at New Haven on October 11, 1958. General Electric built these 2-C+C-2 motors in 1931. They were rated at more than 3,400 horsepower.

The last new passenger electrics were ten EP-5s, 370–379, from General Electric, delivered from March through June 1956. The last electrics acquired at all were ten former Virginian EL-Cs, built by General Electric in October 1956, purchased from the Norfolk & Western in 1962, and classed EF-4 as New Haven 301–310. They became Penn Central 4601–4610. They are motors, and they stay off the diesel roster.

Steam to 1953, diesels through 1965

The modern steam fleet was light, built for a nearly level Shore Line and for the bridges that set the axle load. Between 1900 and 1910 the road bought 226 Moguls. Later freight power ran to Mikados, Santa Fes, and Mountains. Ten Baldwin 4-6-4s, the I-5s, 1400–1409, arrived in 1937. The class grid, 903 locomotives, is the steam roster. The official last steam run was an excursion in April 1952, behind Pacifics 1372 and 1388. Mikado 3016 drew a fan trip on July 19, 1953.

Diesels, with the builder's serial and the order number beside each batch, are the diesel roster. The oldest is Alco HH600 0900 of July 1931. The passenger cabs are sixty DL-109s and twenty-seven PA-1s. The dual-mode locomotives are sixty FL9s. The last new hoods were U25Bs in the fall of 1965. What follows is the photographic record from the company file. The tables themselves are on that roster.

DL-109 No. 0752. The date and place are unrecorded. Author's collection.

A builder photograph of PA-1 No. 0767, newly delivered, in September 1948.

PA-1 No. 0773, new, in Pullman Green with Dulux Gold, circa 1949. These 27 cabs were the last Alco passenger units the New Haven bought.

An FA-FB-FA set lays over at Worcester, Massachusetts, in May 1962. American-Rails.com collection.

FA-1s and FB-1s, led by No. 0421, with a freight west and south through New Haven on September 11, 1957. David Sweetland photo. American-Rails.com collection.

FA-1s 0401 and 0418 appear tied down in New Haven on August 6, 1965. G. Berisso photo. American-Rails.com collection.

GP9 No. 1209 with a train of Pennsylvania coaches at Forest Hills, Massachusetts, in the 1960s. Fred Marder photo. Author's collection.

GP9 No. 1211 and FB-2s work a freight eastbound through New London, Connecticut, on May 29, 1965. American-Rails.com collection.

44-tonner No. 0815 at the Charles Street Roundhouse in Providence, Rhode Island. The date is unrecorded. The little switchers worked the tight industrial tracks of New England. American-Rails.com collection.

U25Bs lead a manifest past the station at Danbury, Connecticut, on July 28, 1968. Roger Puta photo.

A shop train led by C425 No. 2550, with a pair of U25Bs, westbound at New London in April 1967. The photographer is unrecorded. American-Rails.com collection.

Two bankruptcies, then Penn Central

The first Section 77 petition was filed on October 23, 1935, a date the Supreme Court later recited in the New Haven Inclusion Cases. Trustees ran the railroad until 1947. Through the war years Howard Palmer took the steamship and bus operations out of the company and pushed the change from steam to diesel and electric power. Frederic C. Dumaine gained control in 1948. After his death in 1951 his son took up the stake. Patrick B. McGinnis became president in 1954. He cut expenses, reduced the payroll, and deferred maintenance. The directors replaced him with George Alpert in 1956.

Alpert inherited a passenger railroad whose freight was already thin, and a map still full of light branch lines. The second petition was filed on July 7, 1961. In June 1962 the trustees asked to be included in the Pennsylvania–New York Central merger. Penn Central itself was formed on February 1, 1968. On November 25, 1968, the Interstate Commerce Commission ordered the inclusion and set a price of about $145.6 million. The figures that follow are the ones already published on the Penn Central page.

Penn Central took the New Haven's rail assets at 11:59:59 p.m. on December 31, 1968. The operating date was January 1, 1969. The addition was 1,502 route-miles, 325 locomotives, 3,959 freight cars, and 660 passenger cars, plus about 23,000 daily commuters at New York and 5,000 at Boston. Penn Central filed its own petition at 5:35 p.m. on June 21, 1970. Conrail began on April 1, 1976, and a large share of the New Haven's secondary lines left the map in the years of retrenchment that followed.

FA-1 No. 0418 and RS11 No. 1405 at SHELL interlocking, New Rochelle, on February 4, 1969, five weeks after Penn Central began operating the railroad. Southbound, the line divides toward Penn Station and Grand Central Terminal. Marty Bernard photo.

Former New Haven U25Bs lay over at Maybrook, New York, in the early Penn Central era. The scene likely dates to 1969. Richard Wallin photo. Author's collection.

What still runs is the corridor and the commute. Amtrak owns the New York–Boston main line as part of the Northeast Corridor. The states of New York and Connecticut bought the New Haven Line right of way from Penn Central in 1971. Metro-North Commuter Railroad began on January 1, 1983. The MBTA runs the Boston-side locals. Shore Line East runs the Connecticut shore. The McGinnis colors came back on equipment of the Connecticut Department of Transportation. Those services, and the freight short lines on the branches that survived, are the living pieces. The commuter-rail guide covers the operators.

Schedule and timetables (1952)

The sixteen sheets below are the New Haven's public folder of April 27, 1952, pages 128 through 143. A table that prints a later date is named in its caption. The equipment pages list the parlor cars, sleepers, and diners assigned to the named trains.

Page 128. Table 1a, New York to Boston via the Shore Line, and Table 2, New York–Hartford–Worcester–Boston via Springfield and Willimantic. April 27, 1952.

Page 129. Table 4, Boston–New York–Washington, Philadelphia, and Pittsburgh via Hell Gate. Table 5, New York–Bridgeport–Waterbury–Hartford. Table 6, Washington–New York–Canadian points via Hell Gate. April 27, 1952.

Page 130. Table 3, the State of Maine, and the parlor, sleeper, and diner list from the Owl through the Nathan Hale, including the Puritan, the Yankee Clipper, and the Merchants Limited. April 27, 1952.

Page 131. Equipment continued, from the Gilt Edge through the Cape Codder and the Neptune, including the Cabana, Seashore, Pershing Square, Cigar Valley, Valley Express, Naugatuck, Bankers, Connecticut Yankee, and Montrealer. April 27, 1952.

Page 132. Equipment continued: Night Cape Codder, State of Maine, Nutmeg, Berkshire, Housatonic, Naugatuck, White Mountains, Montrealer, Washingtonian, Patriot, Federal, Colonial, and Senator. April 27, 1952.

Page 133. Equipment continued: Shoreliner, Bar Harbor, Quaker, Federal, William Penn, Cape Codder, and Neptune. April 27, 1952.

Page 134. Table 9, New York–New Haven–Hartford–Springfield, with the Greenfield connections. April 27, 1952.

Page 135. Table 10, eastbound, New York to Boston, with the named trains in the columns. April 27, 1952.

Page 136. Table 10, westbound, Boston, Hartford, and New Haven to New York. April 27, 1952.

Page 137. Table 11, additional trains between New York and Stamford. April 27, 1952.

Page 138. Table 12, New York and South Norwalk to Danbury and Pittsfield, with railroad tickets accepted on the buses. Table 14, Stamford and New Canaan. April 27, 1952.

Page 139. Table 19, New Haven–New London–Providence. Table 20, Boston–New Bedford. Table 21, Boston–Dedham. Table 22, Boston–Fall River, dated June 2, 1952. Table 23, Worcester–New London–New York. Table 24, the New London–Norwich motor coach.

Page 140. Table 26, Boston–Providence. Table 27, the bus from Providence to Buzzards Bay and Hyannis. April 27, 1952.

Page 141. Table 30, New York–Bridgeport–Waterbury–Winsted. Table 31, Boston–Hartford. Table 29, Boston and Needham, and West Medway. April 27, 1952.

Page 142. Table 35, Boston–Greenbush and Plymouth, dated July 12, 1952. Table 36, Plymouth–Greenbush–Boston. Table 37, Buzzards Bay–Woods Hole, April 27, 1952, with the Hyannis and Chatham bus.

Page 143. Table 39, New York and Cape Cod, Martha's Vineyard, and Nantucket. Table 40, the Boston–Hyannis–Provincetown bus. April 27, 1952.

Related reading on American-Rails.com

• New Haven steam roster · New Haven diesel roster · FL9
• Hell Gate Bridge · Poughkeepsie Bridge · Central New England · Alphabet Route · Lehigh & Hudson River
• New York & New England · Providence & Worcester · Boston & Maine · Maine Central · New York, Ontario & Western · Rutland
• Penn Central · Conrail · Amtrak · Commuter rail
• Comet · Roger Williams · Yankee Clipper · Merchants Limited

Sources

• Interstate Commerce Commission valuation of the New York, New Haven & Hartford: Hartford & New Haven incorporated in Connecticut on May 29, 1833; the consolidated carrier dated August 6, 1872, under the Connecticut law of July 26, 1871, and the Massachusetts law of April 5, 1872; principal office in New Haven; Rhode Island incorporation May 17, 1893. July 24, 1872 is the date Bishop's presidency and many railroad histories use for the same merger
• The 1952 system map, page 125, header "Total Mileage, 1,838.89." The sixteen timetable sheets are pages 128–143 of the public folder effective April 27, 1952, with the later dates printed on Tables 22, 35, and the Woods Hole table as captioned above
• University of Connecticut Archives, railroad history note: about one hundred small roads gathered in by 1904, and a 1929 peak of 2,131 miles of track. Mike Schafer, More Classic American Railroads, for the count of more than 200 predecessors, and for the Boston & Maine, Maine Central, Ontario & Western, and Rutland control under Mellen
• John Weller, The New Haven Railroad: Its Rise and Fall, on the Morgan family investment in the Hartford & New Haven. Peter Lynch, New Haven Passenger Trains, on the January 1849 opening from Woodlawn to New Haven. Philip Blakeslee, A Brief History of Lines West, on the Air Line opening of April 25, 1873
• Hell Gate: dedication March 9, 1917, the opening date on the Hell Gate page; through Federal Express service April 1, 1917; arch completed in September 1916, matching the bridges note; Gustav Lindenthal. New Haven Inclusion Cases, 399 U.S. 392, for the petitions of October 23, 1935, and July 7, 1961
• Penn Central conveyance, as already published on the Penn Central page: inclusion asked in June 1962; ICC order November 25, 1968, about $145.6 million; assets at 11:59:59 p.m. on December 31, 1968; operation from January 1, 1969; 1,502 route-miles, 325 locomotives, 3,959 freight cars, 660 passenger cars; about 23,000 daily commuters at New York and 5,000 at Boston. Penn Central's own filing, 5:35 p.m. on June 21, 1970. Conrail, April 1, 1976
• New York & New England lease and 1908 merger, as already published on that page. Central New England control in 1904 and merger on January 1, 1927, and the Poughkeepsie dates, as already published on the bridge page. Providence & Worcester lease of July 1, 1892, and the resumption of independent operation on February 3, 1973, as already published on that page
• George H. Drury, Guide to North American Steam Locomotives, revised edition, pages 250–254, for the post-1900 steam grid summarized above and printed in full on the steam roster. The Diesel Shop, Jerrold G. Reynolds, revised July 12, 2013, and Andre Kristopans, for the diesel total of 558 printed in the glance and itemized on the diesel roster

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33. Indiana Harbor Belt Railroad: Map, Rosters, History

    Oct 25, 26 12:00 AM

    
    Indiana Harbor Belt, the inner belt across the Calumet, from the East Chicago Belt of May 16, 1896. Renamed June 29, 1907. Still operating, headquarters Hammond. Steam roster is the companion, 182 loc…

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34. NYC's "P Motor" Electric Locomotives

    Oct 24, 26 11:43 PM

    
    New York Central P motors: 22 Alco-GE 2-C+C-2 electrics, Cleveland Union Terminal 1050–1071, class P-1a. 3,030 hp one-hour on 3,000-volt DC catenary, then 660-volt third rail as P-2a and P-2b.

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35. Illinois Terminal Car Roster

    Oct 24, 26 11:40 PM

    
    Illinois Terminal cars. Mainline motors, the 1948 streamliners, sleepers, Alton and Valley Division cars, express motors, and the line cars rebuilt from pull cars.

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36. Illinois Terminal Diesel Roster

    Oct 24, 26 09:31 PM

    
    All-time Illinois Terminal diesels, 62 frames. Alco S-2s and RS-1s, EMD switchers, GP7s, SD39s, GP38-2s, and the two GP20s. Serial numbers from the 1989 roster.

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37. Illinois Terminal Electric Locomotives

    Oct 24, 26 08:22 PM

    
    Illinois Terminal electric locomotives, 57 frames. Class A through Class D, the Decatur-built motors, and the battery locomotives. Class D is the same five Class C frames, rebuilt.

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38. Illinois Terminal Steam Roster

    Oct 24, 26 07:37 PM

    
    Illinois Terminal steam locomotives, 36 frames. Baldwin Moguls, three Class 30 Mikados, Florida East Coast 0-8-0s, and 2-6-0 No. 21, the last fire on June 30, 1950.

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39. Illinois Terminal Railroad: Map, Roster, Photos, History

    Oct 24, 26 07:32 PM

    
    Illinois Terminal, McKinley's Illinois Traction System, from the Danville coal towns to St. Louis. The McKinley Bridge, the sleeping cars, the 1937 break with the power company, the 1948 streamliners…

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40. Southern Railway Diesel Roster (All-Time)

    Oct 23, 26 11:00 PM

    
    All-time diesel roster of the Southern Railway. 2,505 locomotives in the system number series, from the 1939 demonstrator FT to GP50s and B30-7A1s. Serials included.

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41. Illinois Central Diesel Roster (All-Time)

    Oct 23, 26 04:06 PM

    
    Illinois Central and Illinois Central Gulf diesel locomotives, each frame once. The quantity column is 886. Serials and order numbers from Electro-Motive's builder lists. Paducah rebuilds and Gulf, Mo…

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42. Illinois Central Gulf Diesel Roster

    Oct 23, 26 04:02 PM

    
    Illinois Central Gulf operating numbers from August 10, 1972, to February 29, 1988. New frames stay on the Illinois Central diesel roster. Gulf, Mobile and Ohio frames stay on that roster. No Gulf fle…

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43. Illinois Central Railroad: Map, Logo, History

    Oct 23, 26 03:50 PM

    
    Illinois Central, the Main Line of Mid-America, from the 1850 land grant to Canadian National control on July 1, 1999. Charter lines, Cairo bridge, Paducah, and the Illinois Central Gulf. Steam quanti…

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44. Grand Trunk Western Diesel Roster (All-Time)

    Oct 23, 26 12:53 PM

    
    Grand Trunk Western diesel locomotives, each frame once. The quantity column is 377. Serials are filled for the Detroit, Toledo and Ironton and Detroit and Toledo Shore Line engines the railroad kept…

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45. Grand Trunk Western Steam Roster

    Oct 23, 26 12:14 PM

    
    Grand Trunk Western steam locomotives in service about 1937 to 1942, from Richard Leonard's class list. Drury has no chapter. The quantity column is the counted Grand Trunk Western rows. Two mixed Gra…

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46. Grand Trunk Western Railroad: Map, Roster, History

    Oct 23, 26 12:09 PM

    
    Grand Trunk Western, reporting mark GTW, Canadian National's railroad between Port Huron and Chicago. Trade name adopted in 1923. Steam class list quantity 232. Diesel quantity column 377. Identity in…

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47. Green Bay and Western Railroad: Map, Rosters, History

    Oct 22, 26 11:18 PM

    
    Green Bay & Western, the Green Bay Route, reporting mark GBW. From Kewaunee to Winona. Mailer's steam and diesel rosters, and the August 1993 sale to Fox Valley & Western.

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48. Chicago & North Western Class E-4: Streamlined 4-6-4 Hudsons

    Oct 22, 26 10:28 PM

    
    C&NW Class E-4, nine streamlined 4-6-4s, 4001–4009, Alco 1938. 84-inch drivers, 25-by-29 cylinders, 300 psi. Conventional Chicago–Omaha trains. Oil in 1947–48. Retired 1953–1956.

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49. Gateway Western Railway: Map, Roster, History

    Oct 22, 26 02:43 PM

    
    Gateway Western Railway, reporting mark GWWR. Class II from Kansas City to East St. Louis. Kansas City Southern control May 5, 1997. The 1992 diesel fleet, with serials and order numbers.

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