New York, Chicago and St. Louis Railway

New York, Chicago and St. Louis Railroad
Company type	Railroad
Industry	Rail transport
Predecessor	Buffalo, Cleveland and Chicago Railway
Founded	February 3, 1881; 145 years ago
Founder	George I. Seney (Seney Syndicate)
Defunct	1964
Fate	Merged into Norfolk and Western Railway
Successor	Norfolk and Western Railway
Headquarters	United States
Area served	Mid-central United States (New York, Pennsylvania, Ohio, Indiana, Illinois, Missouri)
Key people	John J. Bernet (president)
Products	Freight and passenger rail transport
Parent	Seney Syndicate (founding), later Lake Shore and Michigan Southern Railway, then New York Central Railroad, Van Sweringen brothers, Chesapeake and Ohio Railway

Adapted from the English Wikipedia article New York, Chicago and St. Louis Railway, available under CC BY-SA 4.0Updated 24 July 2025

The New York, Chicago and St. Louis Railroad, commonly referred to as the "Nickel Plate Road", operated from 1881 until 1964, serving vital mid-central U.S. regions including New York, Pennsylvania, Ohio, Indiana, Illinois, and Missouri. Its rail system linked prominent cities such as Buffalo, Chicago, Cincinnati, Cleveland, Indianapolis, St. Louis, and Toledo.

Established to rival the Lake Shore and Michigan Southern Railway, the Nickel Plate Road was constructed along the southern shore of the Great Lakes to connect Buffalo with Chicago. By 1960, it controlled 2,170 miles of mainline track over a total of 4,009 miles (excluding the 25-mile Lorain & West Virginia segment), generating freight revenues amounting to 9.758 billion net ton-miles and transporting 41 million passenger-miles.

In 1964, the Nickel Plate Road was merged into the Norfolk and Western Railway (N&W) as part of a strategic expansion aimed at building a more competitive network spanning 14 states in the U.S. plus Ontario, with over 7,000 miles of track. This merger significantly increased market presence and operational capacity. Subsequently, N&W merged with Southern Railway in 1982 to form Norfolk Southern Corporation (NS), becoming a leading entity in the rail industry.

Background

Following the American Civil War, the United States saw its railway mileage more than double within a quarter-century, facilitating efficient transport of goods from the East to the West and promoting economies of scale. By 1881, approximately one out of every thirty-two Americans was employed in railroad operations or construction.

From 1877 onward, railroad tycoons William H. Vanderbilt and Jay Gould competed fiercely for control over traffic along the southern shore of the Great Lakes. By 1878, Vanderbilt had secured a monopoly on rail traffic connecting Buffalo, New York, Cleveland, Ohio, Detroit, Michigan, and Chicago through his Lake Shore and Michigan Southern Railway. Meanwhile, Gould controlled roughly 15% of U.S. railroad mileage west of the Mississippi River, including ownership of the Wabash, St. Louis and Pacific Railway, which linked St. Louis to Toledo but depended on Vanderbilt’s lines for access to eastern markets.

Together, Vanderbilt and Gould dominated east–west rail transport across the Midwest. The Seney Syndicate—owners of the Lake Erie and Western Railroad—looked for new revenue opportunities that eventually led to founding the New York, Chicago and St. Louis Railroad.

Early years

Under the leadership of banker George I. Seney, the Seney Syndicate established the New York, Chicago and St. Louis Railway Company on February 3, 1881. The objective was to build a rail line connecting Cleveland to Chicago with an additional branch extending to St. Louis.

On April 13, 1881, they purchased the Buffalo, Cleveland and Chicago Railway, which ran parallel to Vanderbilt’s Lake Shore line between Cleveland and Buffalo.

Communities in Ohio backed this east–west route as a means to challenge Vanderbilt’s and Gould’s high freight charges. Vanderbilt’s reputation had been particularly tarnished by the 1876 Ashtabula River trestle collapse on his railway that resulted in 92 fatalities.

The railroad earned its "Nickel Plate Road" nickname from a local newspaper campaign highlighting its modern facilities during efforts to attract business.

Construction commenced between Cleveland and Buffalo; within just over a year (500 days), the Nickel Plate completed its single-track mainline stretching from Buffalo to Chicago. The endeavor required extensive steel rails, oak ties, and construction of 49 significant bridges while featuring relatively straight routes with gentle gradients.

Both Vanderbilt and Gould closely monitored this development since acquiring it would remove competition threatening their profits. Vanderbilt attempted to undermine the project by spreading rumors about substandard construction quality aiming to force a sale or bankruptcy; although this tactic damaged public perception somewhat, it failed to dissuade investors or reduce its valuation.

As construction expenses escalated, the Seney Syndicate entered negotiations with Gould for acquisition; however, Gould lacked adequate funds and withdrew from discussions, ending his attempt to challenge Vanderbilt’s dominance.

The Lake Shore and Michigan Southern period

At the beginning of 1881, Vanderbilt identified the Nickel Plate Railroad as a critical asset, concerned that its acquisition by Gould would disrupt his dominance over rail traffic east of Toledo, Ohio. On October 25, 1882, the Seney Syndicate transferred ownership of the Nickel Plate to Vanderbilt for $7.2 million (adjusted for modern value), which he then integrated into his Lake Shore and Michigan Southern Railway. Vanderbilt preserved the Nickel Plate as a financially stable but subordinate line, preventing any shutdown or neglect that might have led to receivership. By the 1920s, its primary role was serving as a transfer route for freight from other railroads.

Vanderbilt concentrated most rail traffic on the Lake Shore and Michigan Southern, enabling the Nickel Plate to operate with fewer trains at higher speeds. By 1888, it earned the moniker "The Meat Express Line," notably handling large shipments of meat and fruit at Fort Wayne, Indiana. Subsequently, Vanderbilt merged numerous railroads into the New York Central Railroad, which reduced the competitive impact of the Nickel Plate.

Unlike many railroads that centralized repair operations in one facility, the Nickel Plate maintained multiple equally sized "back shops" located at Stony Island Yard near Chicago; Frankfort, Indiana; and in Conneaut and Bellevue, Ohio. By the 1920s, these maintenance operations were consolidated mainly at Fort Wayne, Conneaut, Bellevue, and Stony Island.

The Van Sweringen ownership

The Van Sweringen brothers—Oris Paxton and Mantis James—prominent Cleveland real estate developers and businessmen, purchased the Nickel Plate in 1916 for $8.5 million (in today’s dollars). Their approach focused on integrating the railroad with their rapid transit project running from Shaker Heights to downtown Cleveland. The Nickel Plate’s route through Cleveland was essential for linking to their planned terminal at Public Square and connecting other traction lines.

Between 1890 and 1913, Cleveland’s rapid population expansion prompted civic initiatives aimed at unifying railroad stations and upgrading infrastructure. The Van Sweringens leveraged this momentum by advocating for grade separation improvements along the Nickel Plate corridor.

Due to antitrust issues arising from New York Central Railroad’s control over both Lake Shore and Michigan Southern and the Nickel Plate, Alfred Holland Smith—a New York Central executive allied with the Van Sweringens—proposed selling them the Nickel Plate. They acquired a controlling interest of 75% voting shares for just above $500,000 upfront while New York Central held notes amounting to $6.5 million.

Although they owned the railroad, operational management was entrusted to John J. Bernet, a vice-president of New York Central appointed to enhance profitability and reduce debt. This setup highlighted their strategic vision in regional transit expansion without direct involvement in daily railroad administration.

NKP leadership under John Bernet

During John Bernet’s presidency, the Nickel Plate experienced substantial growth. In 1922, it purchased the Lake Erie and Western Railroad, extending access to Sandusky, Ohio and Peoria, Illinois. Later that year, acquiring the Toledo, St. Louis and Western Railroad ("Clover Leaf Route") broadened its network to reach St. Louis and the port city of Toledo, Ohio.

Bernet achieved a doubling of freight tonnage alongside increased average speeds while cutting fuel consumption by half before departing in 1926. Upon returning in 1933, he commissioned fifteen 2-8-4 "Berkshire" locomotives that became emblematic of the Nickel Plate. He remained president until his passing in 1935.

On December 29, 1937, control of the Nickel Plate transferred to the Chesapeake and Ohio Railway. During this period, Frank Allen Brown held the position of assistant superintendent from 1937 through 1944.

World War II and the post-war period

Throughout World War II, the Nickel Plate contributed to the war effort by acquiring an additional 55 Berkshire-type locomotives.

In 1947, Chesapeake and Ohio relinquished its control by divesting its shares. That same year, Nickel Plate introduced 11 ALCO PA diesel-electric units known as "Bluebirds," marking a departure from the traditional black paint schemes.

The railroad received its final Berkshire locomotive (#779) in 1949, which was also the last steam engine produced by Lima Locomotive Works. On December 1 of that year, it began leasing the Wheeling and Lake Erie Railway.

By 1960, Nickel Plate had completely phased out steam power, retiring its last steam locomotive and fully adopting diesel technology.

Passenger operations

Nickel Plate operated multiple overnight long-distance trains that linked Chicago, Cleveland, Buffalo, and St. Louis. At Buffalo's Lackawanna Station, passengers could transfer to services bound for Hoboken, New Jersey. Key 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)

Integration with N&W and Norfolk Southern

Following World War II, the rise of highway transportation led to a decline in American railroads, prompting strategic mergers. On October 16, 1964, Nickel Plate combined with the financially strong Norfolk and Western Railway (N&W), along with the Wabash Railroad and other smaller lines. This consolidation extended N&W’s network across 14 states plus a Canadian province, totaling more than 7,000 miles of track.

Earlier in 1959, N&W had absorbed its competitor Virginian Railway, bolstering its coal transport operations in the Pocahontas region. This merger enhanced market presence and operational efficiency across the integrated system.

In 1982, N&W further expanded by merging with Southern Railway to create Norfolk Southern Corporation, establishing a major force in North American railroading with extensive global reach and diverse subsidiaries.

Chicago terminals

By 1897, Nickel Plate had 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 fully utilized LaSalle Street Station for passenger operations, improving access to vital urban markets and strengthening its regional business strategy.

Origin of the "Nickel Plate" nickname

In a 1954 speech delivered to the Newcomen Society of the United States in Erie, Pennsylvania, Lynne L. White, a former president of Nickel Plate, detailed how the railroad earned its nickname:

Northern Ohio was served by four competing railroads, leading cities to fiercely vie for routing rights through their communities. The company’s Cleveland offices frequently received delegations lobbying for favorable routing decisions. During this period of rivalry, the moniker "The Nickel Plate Road" emerged and quickly became widely adopted for the New York, Chicago and St. Louis Railroad.

The phrase "Nickel Plate" first appeared in an 1881 article in Norwalk, Ohio’s Chronicle, describing engineers surveying a "great New York and St. Louis double track, nickel plated railroad." Subsequently, the Chronicle used "nickel plated" to emphasize the project’s promising outlook and solid financial support as it aimed to attract the line through Norwalk rather than Bellevue.

In 1882, F.R. Loomis—owner and editor of the Norwalk Chronicle—was credited with coining the term and was honored with Complimentary Pass No. 1 from Nickel Plate.

Ultimately, although Norwalk coined the nickname, Bellevue secured the actual railroad route.

Continuing this legacy, HGR Industrial Surplus—the current occupant of the former General Motors Fisher Auto Body site in Euclid, Ohio along the Nickel Plate Road corridor—officially dedicated its location 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 with the classic Nickel Plate Road diesel paint scheme. This locomotive was among twenty heritage units created to pay tribute to Norfolk Southern’s predecessor railroads.

References

External links