Fort Wayne and Illinois Railroad

New York, Chicago and St. Louis Railroad
Company type	Railroad
Industry	Rail transport
Predecessor	Lake Erie and Western Railroad, Toledo, St. Louis and Western Railroad
Founded	1881
Founder	George I. Seney (Seney Syndicate)
Defunct	1964
Fate	Merged into Norfolk and Western Railway
Successor	Norfolk and Western Railway
Headquarters	Cleveland, United States
Area served	Central United States (New York, Pennsylvania, Ohio, Indiana, Illinois, Missouri)
Key people	John J. Bernet (president), Oris Paxton Van Sweringen, Mantis James Van Sweringen
Products	Freight and passenger rail transport
Parent	Chesapeake and Ohio Railway (1937–1947)

Adapted from the English Wikipedia article Fort Wayne and Illinois Railroad, available under CC BY-SA 4.0Updated 27 November 2025

Overview

The New York, Chicago and St. Louis Railroad (reporting mark NKP), commonly referred to as the "Nickel Plate Road," operated from 1881 until 1964, serving the central United States. It connected major markets across New York, Pennsylvania, Ohio, Indiana, Illinois, and Missouri, with principal hubs in Buffalo, Chicago, Cincinnati, Cleveland, Indianapolis, St. Louis, and Toledo.

Established in 1881 along the southern shores of the Great Lakes, the Nickel Plate Road provided a direct link between Buffalo and Chicago, positioning itself as a competitor to the Lake Shore and Michigan Southern Railway. By 1960, NKP managed 2,170 miles of mainline track on a total of 4,009 miles of rail (excluding 25 miles belonging to Lorain & West Virginia), reporting nearly 9.758 billion net ton-miles of freight revenue and 41 million passenger-miles.

In 1964, NKP merged with several other Midwestern railroads to become part of the larger Norfolk and Western Railway (N&W), which aimed to establish a competitive network across 14 states and Ontario, encompassing over 7,000 miles of track. Later in 1982, N&W joined forces with the Southern Railway to create the highly successful Norfolk Southern.

Background

Following the American Civil War, U.S. railroad mileage more than doubled within 25 years, facilitating efficient transport of goods from the East to the West and contributing to the growth of large-scale manufacturing. By 1881, approximately one out of every thirty-two Americans was employed in railroads or related construction.

Starting in 1877, William H. Vanderbilt and Jay Gould vied for dominance over Great Lakes rail traffic. By 1878, Vanderbilt had secured a monopoly over routes connecting Buffalo, New York, Cleveland, Ohio, Detroit, Michigan, and Chicago through his control of the Lake Shore and Michigan Southern Railway. At that time, Vanderbilt was also recognized as America's wealthiest individual. Meanwhile, Gould controlled roughly 15% of railroad mileage west of the Mississippi River, including ownership of the Wabash, St. Louis and Pacific Railway (Wabash), which linked St. Louis to Toledo but relied on Vanderbilt’s Lake Shore Railroad for eastern connections.

Together, Vanderbilt and Gould held sway over east–west rail traffic in the Midwest. The Seney Syndicate, proprietors of the Lake Erie and Western Railroad, sought additional revenue streams—setting the foundation for what would become the New York, Chicago and St. Louis Railroad.

Early years

On February 3, 1881, banker George I. Seney led the Seney Syndicate in establishing the New York, Chicago and St. Louis Railway Company with plans for a line running from Cleveland to Chicago and a branch extending to St. Louis.

Shortly thereafter on April 13, 1881, the company purchased the Buffalo, Cleveland and Chicago Railway, which paralleled Vanderbilt’s Lake Shore and Michigan Southern Railway between Cleveland and Buffalo.

Ohio residents welcomed this east–west railroad as a countermeasure against high freight charges imposed by Gould and Vanderbilt—particularly given Vanderbilt’s diminished reputation following the fatal Ashtabula River trestle collapse in 1876 that resulted in 92 deaths.

The railroad’s economic benefits were widely celebrated; for instance, the Norwalk, Ohio Chronicle referred to it as the "... double-track, nickel-plated railroad," a moniker that endured as the Nickel Plate Road.

Construction commenced on the Cleveland-to-Buffalo segment rather than on the St. Louis branch. Within just 500 days, a single-track mainline stretching from Buffalo to Chicago was completed using approximately 90,000 long tons of steel rails, 1.5 million oak ties, and featuring 49 significant bridges. The route was noted for long straight stretches, gentle grades, and remarkable bridge engineering. The inaugural trains began operation on October 16, 1882.

Throughout construction, both Vanderbilt and Gould closely observed developments; acquiring the Nickel Plate was seen as a way to eliminate emerging competition threatening their revenues.

Vanderbilt sought to undermine the Nickel Plate by launching a campaign alleging poor-quality materials and unsafe construction practices intended to deter investors or compel a sale. Although these rumors circulated widely, they failed to diminish investor confidence or reduce company valuation.

The project’s expenses surpassed initial projections; consequently, the Seney Syndicate initiated negotiations with Gould to sell the line. However, Gould lacked adequate financial resources and ultimately withdrew from discussions—ending his attempt to challenge Vanderbilt through this acquisition.

The Lake Shore and Michigan Southern period

In early 1881, Vanderbilt came close to purchasing the Nickel Plate for one million dollars. However, to prevent Gould from disrupting his dominance over rail traffic east of Toledo, Ohio, he took swift action. On October 25, 1882, the Seney Syndicate sold the Nickel Plate to Vanderbilt for $7.2 million, which he then integrated into his Lake Shore and Michigan Southern Railway. Vanderbilt kept the Nickel Plate operational as a financially stable but lightly trafficked route to avoid bankruptcy or shutdown, while his Lake Shore and Michigan Southern thrived.

By 1888, the Nickel Plate had earned the moniker "The Meat Express Line," due to substantial meat freight shipments originating from Fort Wayne, Indiana. Vanderbilt focused on prioritizing traffic on his Lake Shore and Michigan Southern line, restricting Nickel Plate services mostly to faster runs. Eventually, he merged his railroads into the New York Central Railroad, diminishing the Nickel Plate’s role as a rival.

Unlike many railroads that centralized repairs in a single main shop, the Nickel Plate maintained several large "back shops" dedicated to locomotive and car refurbishment at Stony Island Yard near Chicago, Frankfort, Indiana, Conneaut, and Bellevue, Ohio. By the 1920s, these facilities had been largely consolidated to locations in Fort Wayne, Indiana; Conneaut; Bellevue; and Stony Island.

The Van Sweringen ownership

In 1916, Cleveland-based real estate developers Oris Paxton Van Sweringen and Mantis James Van Sweringen purchased the Nickel Plate for $8.5 million amid antitrust challenges facing New York Central’s control. Having developed a rapid transit line from Shaker Heights to downtown Cleveland, the brothers recognized the strategic advantage of the Nickel Plate’s Cleveland route, especially its proximity to their planned Public Square terminal.

Cleveland’s rapid population increase between 1890 and 1913 prompted significant infrastructure improvements including railroad station consolidation and track grade separations. By 1913, the Nickel Plate completed a major grade separation project on Cleveland’s East Side, financed through city bonds to lower tracks through heavily congested areas.

Although the Van Sweringens held 75% of the Nickel Plate’s voting stock after acquisition—investing just over $500,000—they entrusted day-to-day operations to New York Central executives such as vice-president John J. Bernet. This approach was designed to maintain an appearance of independence from New York Central control while ensuring profitability sufficient to repay $6.5 million in notes owed to New York Central.

NKP presidency under John Bernet

During John Bernet’s leadership, the Nickel Plate experienced notable growth. In 1922, it absorbed the Lake Erie and Western Railroad, gaining access to Sandusky, Ohio and Peoria, Illinois. Later that year, it acquired the Toledo, St. Louis and Western Railroad—known as the "Clover Leaf Route"—extending service to East St. Louis, Illinois and the port at Toledo, Ohio.

Bernet managed to double freight tonnage and average speeds while cutting fuel usage by half before departing in 1926. Upon his return in 1933, he commissioned fifteen 2-8-4 "Berkshire" locomotives that became symbolic of the railroad’s identity. Bernet remained at the helm until his death in 1935.

On December 29, 1937, control of the Nickel Plate passed to the Chesapeake and Ohio Railway. During this era, Frank Allen Brown served as assistant superintendent from 1937 through 1944.

World War II and the Postwar Period

Throughout World War II, the Nickel Plate contributed to the war effort by commissioning an additional 55 Berkshire steam locomotives.

In 1947, the Chesapeake and Ohio Railway sold off its remaining shares, relinquishing control entirely. That same year, Nickel Plate introduced 11 ALCO PA diesel-electric engines known as "Bluebirds," signifying a departure from the traditional black paint scheme.

The final Berkshire steam engine, #779, manufactured by Lima Locomotive Works, was delivered in 1949. Later that year, on December 1, the Nickel Plate leased the Wheeling and Lake Erie Railway.

By 1960, the railroad had phased out its last steam locomotive, completing its full conversion to diesel power.

Passenger Service

Nickel Plate operated multiple long-distance overnight trains linking Chicago, Cleveland, and Buffalo, with connecting service to Hoboken, New Jersey via Buffalo's Lackawanna Station. Notable trains included:

No. 5 City of Chicago (westbound) / No. 6 City of Cleveland (eastbound) (Chicago-Cleveland-Buffalo)
No. 7 Westerner (westbound) / No. 8 New Yorker (eastbound) (Chicago-Cleveland-Buffalo)
No. 9 Blue Arrow (westbound) / No. 10 Blue Dart (eastbound) (St. Louis-Muncie-Cleveland)

Merger with Norfolk and Western and Formation of Norfolk Southern

Following World War II, declines in rail profitability caused by highway expansion prompted the Nickel Plate Road to merge with the financially successful Norfolk and Western Railway (N&W) on October 16, 1964. This merger also included the Wabash Railroad and several smaller lines.

N&W had previously merged with the Virginian Railway in 1959 and expanded further through acquisitions such as Nickel Plate and Wabash, creating a competitive network covering 14 states in the U.S. and one Canadian province with over of track.

In 1982, N&W merged with Southern Railway to establish Norfolk Southern Corporation (NS), strengthening its dominance in the eastern United States rail industry.

Chicago Terminals

By 1897, Nickel Plate obtained trackage rights over the Lake Shore and Michigan Southern Railway from Grand Crossing to its own terminal near LaSalle Street Station in Chicago. By 1928, it was operating directly into LaSalle Street Station.

Origin of the "Nickel Plate" Nickname

During a 1954 speech to the Newcomen Society of the United States in Erie, Pennsylvania, former Nickel Plate president Lynne L. White described:

Northern Ohio was already served by four railroads when intense competition developed among cities vying for the line’s placement. Three potential routes were surveyed, with towns raising funds publicly to provide rights-of-way. The railroad’s Cleveland offices frequently received delegations urging that their communities be included along the route. From this rivalry emerged the nickname for the New York, Chicago and St. Louis Railroad—The Nickel Plate Road—which rapidly became its widely recognized moniker.

The commonly accepted source of "Nickel Plate" comes from a March 10, 1881 article in the Norwalk, Ohio, Chronicle, which referred to engineers surveying for the "great New York and St. Louis double track, nickel plated railroad." Later on, to promote routing through Norwalk instead of Bellevue, the Chronicle again described it as "nickel plated," highlighting its promising outlook and strong financial support.

In recognition of this origin, in 1882 Nickel Plate awarded F.R. Loomis—the owner and editor of the Norwalk Chronicle—Complimentary Pass No. 1.

Thus Norwalk gave the road its name—even though Bellevue ultimately secured it.

Continuing this tradition, HGR Industrial Surplus—owner of the former General Motors Fisher Auto Body facility in Euclid, Ohio located along the Nickel Plate Road line—dedicated its property as "Nickel Plate Station" on October 1, 2015.

Heritage unit

On March 28, 2012, Norfolk Southern introduced locomotive NS 8100, a GE ES44AC model adorned in the classic diesel livery of the Nickel Plate Road. This locomotive marked the third installment in a series of twenty units created to pay tribute to Norfolk Southern's predecessor railroads.

References

External links