The eastbound #50 was from Detroit to Buffalo. With the December 1967 schedule the Empire State Express name was gone, and #51 was shortened to Buffalo to Chicago, via Cleveland. In 1967 the train was extended from being a day train to continuing to Chicago, Illinois as an overnight train. This Toronto segment ended by April 1964. ![]() Also at this time, coaches on the train from New York broke off at Buffalo and joined with the Buffalo-Toronto Express in partnership with Canadian Pacific bound for Toronto. From the early 1960s the Buffalo to Detroit section was a separate connecting train. Another section went through Southwestern Ontario, Canada to Detroit, Michigan. One section went along the south shore of Lake Erie to Cleveland. Beyond 125th Street, it only made a stop at Croton-Harmon, the location for switching from electric to diesel power, and made no other stops until Albany.įrom the post-war 1940s to the 1960s the train split at Buffalo. The train was distinctively the most limited in stops (aside from the elite 20th Century Limited) in the New York City to Albany section. & CHICAGO R.P.O." and the train's number: "TR 50" (eastbound) or "TR 51" (westbound). Mail handled by the "Empire State's" RPOs was canceled or backstamped by hand applied circular date stamps (CDS) reading "N.Y. Like many long haul passenger trains through the mid-1960s, the "Empire State Express" carried a 60-foot stainless steel East Division (E.D.) Railway Post Office (R.P.O.) car operated by the Railway Mail Service (RMS) of the United States Post Office Department which was staffed by USPOD clerks as a "fast mail" on each of its daily runs. The inauguration was mostly overshadowed by the bombing of Pearl Harbor the same day. Henry Dreyfuss wasn't involved with the project. The streamlined shrouding of the J-3a Hudson was designed by Mr. On December 7, 1941, the New York Central inaugurated a new stainless-steel streamlined ( Budd) train, powered by a streamlined J-3a Hudson ( 4-6-4) steam locomotive. As early as the 1930s the train served as a connector train for people making a transfer in Utica, New York for day trains through the Adirondack Park and on to Malone, New York and Montreal, Quebec. The 1893 Guide shows an 8 hr 40 min schedule for 440 miles New York to Buffalo. The Empire State was the first passenger train with a schedule speed of over 52 mph and the first to make runs of 142.88 miles (230 km) between stops (between New York City and Albany: the longest scheduled nonstop run until then). ![]() The train soon gained worldwide acclaim, and its route would later stretch to 620 miles (998 kilometers), to Cleveland, Ohio. ![]() History Drumhead logos such as these often adorned the ends of observation cars on the Empire State Express. On September 14, 1891, it covered the 436 miles (702 kilometers) between New York City and Buffalo in 7 hours and 6 minutes (including stops), averaging 61.4 miles-per-hour (98.8 km/h), with a top speed of 82 mph (132 km/h). The Empire State Express was one of the named passenger trains and onetime flagship of the New York Central & Hudson River Railroad (a predecessor of the later New York Central Railroad).
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