The modern-day New York, Ontario, & Western Railway is a powerhouse of an operation, known nationally for its speedy and quality service. This wasn’t always the case however. For the majority of this class one’s life, it was a roughly 500 mile shortline serving eastern New York state. The company can trace its roots all the way back to 1866 when the New York And Oswego Midland Railroad was formed by Dewitt C. Littlejohn to build a line from New York City to the port of Oswego, NY. Construction on the line north of Middletown began in 1868 and was completed in 1873. Branches were also constructed to Ellenville, Delhi and New Berlin, New York. Access to New York City was provided by the Middletown, Unionville and Water Gap Railroad and the New Jersey Midland Railway beginning in 1872. On September 3, 1869, the NY&OM began using the Pennsylvania Railroad's station at Exchange Place in Jersey City, New Jersey, which provided its passengers with ferry access to the Cortlandt Street Ferry Depot in lower Manhattan and the Desbrosses Street Ferry. With the Panic of 1873, the company began to fold, and it severed its ties with the NJM and the MU&WG. In 1880, the O&W inherited the New York & Oswego Midland's lines. The O&W improved the main line by providing a new route to the New York City area from Middletown, New York which extended to Cornwall on the Hudson River and then to Weehawken Terminal. This development was made possible by negotiating trackage-rights from the New York, West Shore & Buffalo Railway, later part of the New York Central system. In 1886, the O&W acquired the operations of both the Utica, Clinton & Binghamton and the Rome & Clinton railroads from the Delaware & Hudson Canal Company. By acquisition of these assets and construction of a new line to Sylvan Beach on the east shore of Lake Oneida, the O&W extended its operations into new market areas, and the Sylvan Beach Loop became a seasonally-significant corridor by providing transportation to central New York's recreational resort area. By 1889, the O&W added two new branches, New Berlin to Edmeston, and Port Jervis to Monticello, connecting to the main line at Summitville, New York. The most significant addition occurred in 1890, when the O&W constructed a 54-mile branch from Cadosia, New York, to Scranton, Pennsylvania, through the rich anthracite coal reserves in Pennsylvania's Lackawanna Valley. Revenues from this new Scranton Division strengthened O&W's profits and provided the means for future improvements to the railroad. The railroad's W-in-O logo first appeared in 1892. During the ill-fated "Morganization" of the New York, New Haven and Hartford Railroad (NH), the railroad acquired control of the O&W and installed NH president Charles Sanger Mellen as president for a year. Regulatory difficulties frustrated Mellen's plans to barter the O&W to the New York Central Railroad for concessions elsewhere. The 1940s saw a receding of passenger service. In the early years of the 1940s, the Summitville-Kingston branch was reduced to a Sundays and holidays, summer-only service. Improved highways ended the O&W's passenger service to the resort areas of the lower Catskill Mountains (the "Borscht Belt") and lightly populated portions of Upstate New York, with the last train from Walton, New York to Weehawken operating in the summer of 1948. The O&W's Walton-Delhi branch service, all in Delaware County, was also eliminated in this period. The last passenger train (from Roscoe, New York just north of Livingston Manor, to Weehawken Terminal) operated on September 10, 1953. Source: https://en.wikipedia.org/wiki/New_York, ... rn_Railway
While it may seem like the railroad was a solid operation, the NYOW had been in bankruptcy proceedings since 1937. With each passing year, the property began to deteriorate and apart from dieselization in 1948, no investment had been done to save the line. Despite this, abandonment was decried by the towns and citizens along the railroad, citing unpaid taxes and economic potential. In 1957, the New York State Legislature offered to take control of the railroad and provide it with a $1 million ($10.5 million 2021 USD) relief package. Amost as soon as the terms were announced, the cash-strapped New York, Ontario, & Western accepted it. Along with the influx of cash, the Legislature installed a new management team and set about cutting costs where ever they could. This involved the abandonment and removal of both the New Berlin and Delhi Branches and the sale of 5 FT-A/B combinations deemed unnecessary. The company also began to spend its relief package in earnest, upgrading the majority of the mainline with newer, heavier rail. The Kingston Branch was pulled up in 1961 due to a lack of traffic. With the removal of this line and its associated local train, the Summitville Switch job was also eliminated. Summitville had been a major connecting point, with locals connecting from four directions but the lack of local traffic was its demise. Locals entering Summitville Yard now do their own switching before tying down. 1966 saw the company purchase 2 GP38s from EMD, financing them through loans. While taking on this debt was risky, management felt that the bigger, more reliable power would help the railroad in the long run. These units quickly became workhorses for the railroad and their versatile nature allowed them to hold down any job with ease. Generally, these units are assigned to the Lakeshore Comet, the road’s premier freight train running the entire length of the line.
Moving into the 1970s, northeastern railroads were facing a hard time, and the NYOW was no exception. While it avoided bankruptcy, the railroad’s profits were razor thin due to high interest loan payments and stiff government regulations. That being said, the railroad was still doing much better than most of its counterparts. This was noticed by regulators and during the formation of Conrail, the New York, Ontario, & Western received a large section of trackage. One of the primary concerns while creating Conrail was the lack of competition. Regulators were afraid this would lead to a region-wide monopoly and decided to dole out roughly ¼ of the road’s potential mileage to competitors. Out of this trackage, the NYOW received 647 miles in three sections. First was a 53 mile section of trackage rights over Penn Central’s River Division between Jersey City, NJ and Newburgh, NY, where it connected to the NYOW. This gave the company unimpeded access into the heart of the region. Next portions consisted of a number of former Erie-Lackawanna and New York Central lines adding up to around 349 miles. Key to this was a portion of the Southern Tier Line stretching from Binghamton to Hornell as well as the Buffalo Subdivision, which runs from Hornell to its namesake city. Connecting this mainline to the rest of the system was the job of the Utica Branch. Running from Binghamton to Utica, it comes close to the NYOW at Norwich. While this section was rebuilt was part of the mainline, the remaining branch allowed the NYOW to abandon its own poorly maintained Utica Branch. A 1700 foot connection, known as the Uie Connection, was built to connect the two lines. Built on the long abandoned ROW of the Utica, Ithaca, and Elmira Railroad (hence the name), it provided trains with an interesting operational kink. Trains would head into town travelling north, only to do a complete 180 within downtown to head back south. Often times, this meant trains would surround the town, effectively trapping citizens within the trains as they negotiated the tight curves at 10 MPH. A former Lehigh Valley branch, the Ithaca Branch, was also acquired, connecting to the mainline at Waverly, NY. Along with serving the city of Ithaca, the line is also home to a large coal-fired power plant. The last section of this expansion was the entirety of the New York Central’s Canada Southern Railway. This line traverses southern Ontario from Buffalo, NY to Detroit, MI and gave the NYOW access to a number of Midwest roads such as the Wabash. To fund this massive expansion, the railroad sold over $750 million in government-backed 40-year bonds. While the railroad was given full ownership of the majority of this trackage, operations between Hornell and Binghamton are shared with the newly formed Erie Railway Corp, with the NYOW operating all local service for the line.
Together, these lines made the New York, Ontario, & Western Railroad a legitimate competitor to Conrail and management knew it. As soon the ownership was transferred, the railroad went to work drumming up both local and long-haul business. The company partnered with the Wabash Railroad, whose Detroit connection allowed cars to travel to Chicago, St. Louis, Kansas City, and points beyond. Unsuprisingly, a large amount of traffic generated for the line was automobiles. So integral were cars to the traffic base that a dedicated autorack train was instituted. Two manifests and an autorack train between Detroit and Jersey City were created to handle the traffic as well as a coal train for the power plant near Ithaca. Since Binghamton is a major interchange point for northeastern railroads, two trains were created between there and Buffalo, where most of the traffic is transferred to other carriers. To compliment these trains, eight locals and two yard switches were implemented as well. For those first few years, it was all hands on deck. With only 30 units, the railroad was quickly inundated and the company had no choice but to purchase any and all power available. Government financing allowed for the purchase of 10 U18Bs in 1976 but besides this, the railroad was left to figure itself out. Ironically, most of its “new” power came in the form of cast off Conrail units. In the two years following the expansion, the NYOW amassed quite the collection of new units. In total 32 units were purchased from Conrail, these being ten F7As, two F7Bs, nine GP9Bs, one C424, three C425s, three RS11s, two U28Bs, and one lone DS-4-4-1000. The road also purchased 7 Union Pacific GP20s and 2 GN F3As from a Midwest locomotive scrapper. Many of these units were problematic and while the shop forces tried in earnest to keep the fleet running, a lack of parts, especially for the Alcos and Baldwin, would be their demise. Soon after their purchase, the seven Alcos were traded in to MLW/Bombardier. Parts of these units were used in the creation of 5 new M420R units. 1980 saw the company sent its GP9Bs to the Illinois Central’s Paducah Sops where they were rebuilt as GP11s. Now equipped with cabs, 645 power assemblies, and Dash 2 electronics, they were easily some of the best units on the roster. The former Conrail F7Bs were traded to EMD for two newly built GP15-1s. The lone Baldwin was sold as a parts source to the Auto-Rail Corporation in 1983. The company scooped up the Toronto, Hamilton, & Buffalo’s Port Maitland Branch in 1984, adding it to its Canadian Division. During this time, the railroad had an “everything goes” policy. Apart from the NW2s, any unit could be found leading any train, making for some incredible lash-ups. With 17 F units, the streamliners could often be found streaking across the country on high-priority manifest paired with everything from an U18B to an M420W. This wasn’t to last however as in 1985, the NYOW purchased 15 GP35s from Conrail, allowing the Fs to be sold. The company abandoned its original mainline from Oswego to Norwich in 1987 due to a lack of traffic. Since the NYOW’s expansion, the old mainline had fallen to the wayside, operating under local trains only since late 1978. The coal and milk traffic had dried up and competition from surrounding lines and a lack of interest proved its demise. A similar fate was in store for the Scranton Branch later in 1989.
As the railroad moved into the 1990s, it began vying for a space in the intermodal market. Nearby New York, Susquehanna, & Western had had great success hauling intermodal trains between Little Ferry, NJ and Buffalo, NY via Albany on Conrail trackage rights and the NYOW wanted a piece of the pie. The company’s break came in 1993 when the NYSW’s Sea-Land Container contract came up for renewal. While the Susy-Q had maintained its end of the contract, its newly-formed partner railroad, the Buffalo & Pittsburgh was decidedly uninterested in the stack trains. Consequently, this led to less-than-stellar timekeeping. With the NYOW and its partner, the Wabash, both fully committed to operating the train all the way to Chicago, Sea-Land awarded the duo a massive contract. Under the contract, the railroads had to operate a daily-each-way intermodal train from Chicago to New Jersey in twenty four hours. The first few months of this operation proved cumbersome as the additional traffic was beyond the railroad’s capabilities, specifically on the NYOW's Canadian Division where trains were backlogged for hours. Sidings were resurrected and sections of double track were reinstalled to give the mainline enough capacity to run these trains. To handle the new intermodals, fifteen of the NYSW’s B40-8s were purchased. Without their own intermodal trains, the railroad no longer needed the modern locomotives and sold them to reduce debt. The new, fast, reliable engines aided in the mobility of the container trains and proved a worthwhile investment. Traffic continued to increase during the 90s as the railroad stole carloads away from the congested tracks of the bigger class one railways. As part of a fleet renewal program, the railroad purchased 23 GE locomotives from BN in 1999. Of these units, ten were B30-7ABs, twelve C30-7s, and one was a B30-7. With this purchase came the sale of thirty older units that had grown increasingly unreliable and expensive to operate. This sale included the entirety of the road’s GP20, NW2, and U28B fleets. As they were painted, these units introduced a modified scheme, with new pin striping, a new font, and the road name spelled out along the long hood.
With the split of Conrail, the railroad became a key gateway for Norfolk Southern to access the northern parts of the region, such as Vermont, New Hampshire, and Maine. While the NYOW had for years ferried traffic out of this region for its Canadian partners at Buffalo, almost twice as much capacity was needed to handle the added NS traffic. A new short-haul intermodal train between Binghamton and Buffalo was launched in early 2000 and regularly sees over 100 cars per trip. As previously mentioned, the Norwich connection between the original mainline and the Southern Tier Subdivision was a major hiccup in a mostly uninterrupted route. Besides the slow downs it caused the railroad, town residents had complained about it for years. The NYOW and the town of Norwich came to an agreement in 2001 to build a new connection eight miles outside of town. While the tracks within the city would be retained to service local industry, the amount of trains would be drastically reduced. The new 4.7 mile Lyon Brook Connector was built at a cost of $6.5 million, funded 50-50 by the railroad and the town. The new routing cuts the total trip down by 18.5 miles and reduces transit times by approximately fourty minutes. The route itsn’t without its drawbacks however, since it has a northbound ruling grade of 2.1% as it climbs out of the Chenango River Creek. While most trains are able conquer the hill, heavier trains are routed through the original connection.
Though the company had purchased newer units throughout the 90s, these were hardly enough when compared to the onslaught of traffic the company was now facing. With nine daily trains in each direction, the railroad found that its aged fleet of second hand units, the core of which were reaching thirty five years of heavy road service, were failing. A purchase of 5 ex-CP SD40-2s helped but the problems persisted as these units too were reaching the end of their road life. The company turned to Stephenson Rail Group and their fleet of newly built SD70ACes for an answer. In a record deal for the New York, Ontario, & Western, the railroad purchased five of the 70s and put another twenty in a fifteen year lease-to-own contract. This was huge for the railroad, not only in added capacity but also in reputation. It signaled to the NYOW’s much larger competitors that it was gaining ground on them quickly. The larger units also allowed for a reduced number of locomotives per train, giving the railroad a further reduction in costs. While the five purchased units were repainted in the NYOW’s own colors, the remaining twenty retained their SRG colors except for #9978, which was wrapped in a special partnership scheme. The acquisition allowed the railroad to put many older units “out to pasture”. Of these were the ten U18Bs, five M420Rs, and all 15 GP35s.
In its first mileage expansion since 1976, the railroad announced that it had acquired the Rochester & Southern Railroad from the Genesee & Wyoming Group. The purchase marked a shift in the railroad’s growth strategy away from pure mainline throughput and towards generating more local traffic. Six units of the RSR were retained during the transaction, these being the company’s lone GP9-3, two GP38s, and three GP40 types. Much of the RSR’s traffic, previously handled by CSX, was now being routed via NYOW, filling out the Buffalo-Silver Springs local, SS-31. Now more of a manifest, SS-31 uses three or four units most days to handle the traffic. As the Great Recession of 2008 began to unfold, the railroad found itself in an unfortunate situation. Low traffic volume and high-interest loan payments from its recent spending spree forced the railroad to undertake large cost-cutting programs. By the end of the year, the railroad had declared chapter seven bankruptcy and put itself up for sale. Multiple bids were received but the one accepted was from SRTX Ventures Inc., a joint venture between Transportica Rail and Stephenson Rail Group. Under the deal, SRTX assumed 50% control of the railroad along with its almost one billion dollars in debt in exchange for $350 million, a bargain price for such a powerful asset. The SRTX era had begun and almost immediately, changes were made. Train schedules, marketing, and maintenance were fully optimized and costs were slashed. SRTX filed for abandonment of the NYOW’s Utica Branch the next year. While abandonment was rejected, the NYOW was able to sell the line to Chenango County. Nowadays, the trackage is known as the Utica & Chenango River Railroad (paper road coming) with NYOW interchange taking place in Binghamton via trackage rights. Even heading into 2010, much of the railroad’s traffic had not recovered.
Not all was lost however, as the railroad began running crude oil trains from Detroit to the Bayway Refinery in Linden, NJ. Trains travel as far as CSX’s North Bergen Yard before a CSAO crew takes over, piloting the train the remaining fifteen miles to the refinery. As traffic began to pick up again, the loss of motive power combined with the added oil operations saw the railroad in need of additional motive power once again. Twenty-six C40-8Ws were added to the roster from BNSF along with five C40-8s from Union Pacific. The railroad was now using any available power on switching assignments. At one point, Buffalo’s Bison Yard was excusively switched by SD70ACes, but this couldn’t last. The switching use of these new, high-powered units was not only inefficient but also illiogical. The railroad decided to turn to some of its oldest and least-versatile locomotives to solve the problem. The ten B30-7ABs purchased for intermodal service had worked great in consists but their age was starting to show. The railroad no longer wanted to use them on high-speed freights but didn’t have another job for them due to their cabless nature. The company fitted seven of the units with RC systems, allowing them to be controlled from the ground. Five were placed into service at Bison Yard while the other two were sent to Binghamton. As it turned out, this experiment worked quite well, though the units lacked the tractive effort to handle large cuts of cars. To solve this, five C30-7s were paired with the units serving in high-volume switching areas. The remaining nine Dash 7s not dedicated to yards have found local work assignments. In 2012, five more B30-7ABs were purchased from the Providence and Worchester for similar work. These units have not been repainted and retain their characteristic brown and orange.
The railroad expanded again with the addition of the Middletown & New Jersey Railway. The MNJ had a long history with the O&W going back to the steam era when the larger railroad serviced and maintained the MNJ’s roster. At the time of purchase, the line had been neglected for years but had potential for major growth. Given time and money, the NYOW was able to revitalize the new MNJ branch. The MNJ subsidiary also took on the lease of two Norfolk Southern branches heading north out of Campbell Hall, adding more revenue and establishing the NYOW has major local player. While the railroad had enjoyed much traffic growth over the years, this did not come without its challenges. One of the major hiccups was the vital trackage rights over CSX’s River Line into New Jersey. The large amount of traffic from both the NYOW and CSX combined with CSX’s general predisposition to delay NYOW freights caused this 52 mile stretch to become a major chokepoint. To help get around this issue, the NYOW purchased rights over the New York, Susquehanna, & Western from Middletown, NY to Little Ferry, NJ. While technically a slower routing, in actual practice, NYSW and CSX routings proved comparable time-wise due to CSX delays. The only slight issue with this operation is the steep grades present along the line. To combat this, an additional unit is added trains at North Bergen and removed at Middletown. With this new option, the NYOW now splits its traffic between the two lines.
The railroad lost a major traffic source in 2014 with the closing of AES’s Cayuga Generating Station outside of Ithaca. Not only did the railroad loose revenue from the lucrative coal contract but the loss also limited the NYOW’s 44-mile Ithaca Branch to local service only. By this time, rumor had it that Canadian Pacfic wanted out of the Northeast and that it had put its former D&H trackage up for sale. These rumors were found to be true in late 2014 when the New York, Ontario, & Western announced that it had purchased the northern section of CP’s Sunbury Line running from Binghamton to Schenectady, NY. This gave the company direct access to a major business partner, Pan Am Railways, and protected the company against competition with Norfolk Southern, who had assumed the southern half of the line. Trackage rights were secured into Mechanicville where interchange takes place. This new connection proved a powerful bargaining chip for the NYOW who created a joint venture with Norfolk Southern and Pan Am to operate trains from Buffalo and Binghamton into the Greater Boston area under the name "Patriot Corridor." The new purchase also provided the railroad with a shortcut between its Southern Tier and Oswego Subdivsions. Instead of heading north out of Binghamton and up to the Lyon Brook Connector, trains could use this alternate alignment east out of Binghamton, connecting back with the mainline near Sidney, NY. To facilitate these movements, a new connector was built on the south side of Sidney Junction. Without any mainline freight traffic, the portion of the Southern Tier running from Binghamton to Norwich was leased to Utica & Chenago River Railroad, whom the NYOW had previously sold their Utica Branch. Trackage from Sidney to Norwich on the Oswego Subdivison now sits almost dormant, seeing only a few moves per year to switch car storage sites. While business was still good for the company, more underlying problems were coming to a head. The company’s forty-year corporate bonds from its initial expansion were to come due in 2016. These bonds, worth $800 million, put a major burden on the company as it had nowhere near the capital to repay them. Rather than face bankruptcy proceedings, the NYOW worked out a deal in which it sold the rest of itself to Stephenson Rail Transportation in exchange for $550 million in debt payments. The other $250 million in bonds were given a ten year extension on their payment, allowing the company more time to procure the necessary capital. This meant that between SRT and SRTX Ventures, Stephenson Rail now owned 75% of the NYOW while Transportica Rail owned the remaining 25%.
The company took a hiatus from new investments over the next few years to allow it to build up the capital necessary to pay off its debts. As this was happening, the railroad took delivery of its SD70ACe’s from SRG upon completion of their ten year payment plan. The units were cycled through the shops and repainted over the next few months. In early 2020, the railroad received three E8/9A units from the failed Iowa Pacific Holdings along with eight passenger cars for use in excursion service and on business trains. The cowled units called back to the railroad’s roots, with some its first diesels being F3As and how the NYOW had gone from being a sleepy backwoods shortline to an international bridge carrier moving millions of tons of freight. When not in service on passenger trains, the trio can be found on the Hancock local, which works the few customers between Binghamton and Hancock, NY. Its light work for the units and with a minimal amount switching, the lack of visibility doesn’t interfere with service very much. The railroad also put four SD40M-2s from interchange partner Lehigh & Hudson River (paper railroad coming) on lease to help as stop gap power in the Binghamton area. The lease on these units was incredibly cheap as they were excess power for the smaller railroad and the units added much-needed flexibility to operations. A year later, in 2021, the company purchased thirty former Norfolk Southern SD70M-2s. This new mainline power was a welcome addition to the roster and enabled the road to offload its GP11 and B40-8 fleets. The GP11s had been with the railroad for over fourty years and while they would be sorely missed due to their versatility, the cost of rebuilding them yet again out weighed just replacing them. The B40-8s on the other hand were quickly reaching the end of mainline freight careers and while their older Dash 7 fleet mates had found work elsewhere, the big 4000 HP engines and slippy two-axle trucks did not excel in those fields.
CSX's take over of Pan Am threatened to strip the NYOW of one its major customers. For years the roads had worked together with Norfolk Southern to haul freight across the joint venture "Patriot Corridor" but CSX looked to end this operation. Luckily, a complex deal was struck between the four railroads in which a new road, G&W's Berkshire Eastern would operate Pan Am's portion of the Patriot Corridor, whose ownership was transferred to the new Patriot Mainline Ownership Corporation, jointly controlled by the NYOW and NS. Despite these improvements, the NYOW was still given trackage rights from Mechanicville into Hoosick Junction for direct interchange with the Vermont Railway and the Catskill. A new local job between Schenectady, NY and Hoosick was established to handle these trains. This job then connects with the Binghamton-Schenectady train to bring these cars to their nearest terminal. By 2022, the company completed purchase of the New York, Susquehanna, & Western’s mainline between Middletown and North Bergen. It had become increasingly clear to both railroads that this section of track was more important for the NYOW than the NYSW. While the Suzy-Q ran two or three trains per week, the New York, Ontario, & Western operated six to eight per day and with the ever-increasing need to move traffic off CSX, the NYOW had the potential to run double that number. Under the deal, ownership and operation of the line was transferred fully to the NYOW with the NYSW receiving unlimited trackage rights. Since this purchase, most trains have run over the new line with a few still using the CSX trackage rights during busy times. For the first ten and a half miles of the newly-named Bergen Subdivision, trackage is also shared with the Metro-North Commuter Rail’s Port Jervis Line. With both the NYOW and MNCR moving high volumes of traffic through the area, the ten-mile section was completely double-tracked and equipped with specialized PTC equipment compatible with both roads. In early 2024 the NYOW purchased 15 C44-9Ws from BNSF via GE. These units will unveil a new revised scheme aimed to freshen up the road’s look. The 140 year-old railroad has seen many twists and turns throughout its life but is bigger than ever and will continue to thrive for many years to come.
- Current Units
#101, #102 E9A Ex-SLRG #100, #101
#103 E8A Ex-SLRG #518
#198, #199 GP15-1
#201, #202 GP38
#203, #204 GP38 Ex-GNWR #50, #51
#205, #206 GP40 Ex-RSR #102, #104
#207 GP40-3 Ex-BPRR #3103, Rebuilt GP40
#301-#310 B30-7AB Ex-BN #4024, #4031, #4035, #4040, #4044, #4049, #4067, #4073, #4095, #4102
#311-#322 C30-7 Ex-RMGX #5028-#5032, #5035, #5039-#5041, #5045, #5046, #5049
#323 B30-7 Ex-BN #5489
#324-#329 SD40-2 Ex-CP #5500, #5507, #5514, #5524, #5529
#334-#338 B30-7AB Ex-PW #3004-#3008
#381-#395 C44-9W Ex-BNSF #4853, #4893, #4898, #4913, #4918, #4922, #4924, #4937, #4944, #4957, #4961, #4973, #4981, #4988, #4997
#400, #416-#440 C40-8W Ex-BNSF #867-#870, #877, #879, #882, #885, #890-#892, #895, #897, #899, #901, #902, #904, #909, #911, #914-#916, #918, #920, #924, #925
#441-#445 SD70ACe Ex-SRGX #9995-#9999
#446-#450 C40-8 Ex-UP #9080, #9089, #9092, #9102, #9107
#451-#470 SD70ACe Ex-SRGX #9975-#9994
#471-#500 SD70M-2 Ex-NS #2749-#2778
#32-#35 SD40M-2 Leased from LHR
- Former Units
#108-#110 RS11 Ex-CR #7644, #7651, #7652
#111-#131 NW2
#150 DS44-1000 Ex-CR #751
#151-#161 GP11 Ex-CR #3800, #3803, #3806, #3808, #3811, #3814, #3815, #3827, #3839, Rebuilt GP9B
#162 GP9-3 Ex-RSR #879, Rebuilt GP9
#168-#170 F7B Ex-CR #3866, #3873, #3874
#171-#180 F7A Ex-CR #1675, #1696, #1729, #1730, #1772, #1807, #1833, #1865, #1892, #1894
#181-#190 U18B
#191-#197 GP20 Ex-UP #470, #471, #478, #479, #482, #488, #497
#203-#207 M420R
#251-#265 GP35 Ex-CR #2272, #2276, #2278, #2282, #2283, #2289, #2295, #2310, #2315, #2320, #2354, #2368, #2370, #2371, #2381
#282, #283 U28B Ex-CR #2822, #2823
#401-#415 B40-8 Ex-NYSW #4010, #4012, #4016, #4018, #4020, #4022, #4024, #4026, #4028, #4030, #4032, #4036, #4038, #4042, #4048
#424 C424 Ex-CR #2494
#425-#427 C425 Ex-CR #2416, #2423, #5080
#501-#503, #821,
#822 F3A
#823, #824 F3A Ex-BN #9732, #9740
#821B, #822B F3B
- NYOW Trains
Lakeshore Comet #1 Manifest Detroit-Jersey City Daily
Lakeshore Comet #2 Manifest Jersey City-Detroit Daily
Erie Hauler #3 Manifest Detroit-Jersey City Daily
Erie Hauler #4 Manifest Jersey City-Detroit Daily
Binghamton Bridger #5 Manifest Mechanicville-Buffalo Daily
Binghamton Bridger #6 Manifest Buffalo-Mechanicville Daily
Buffalo Runner #7 Autorack Detroit-Mechanicville Daily
Buffalo Runner #8 Autorack Mechanicville-Detroit Daily
Jersey Auto #9 Autorack Detroit-Jersey City Daily
Jersey Auto #10 Autorack Jersey City-Detroit Daily
Sea-Land Rocket #13 Intermodal Detroit-Jersey City Daily
Sea-Land Rocket #14 Intermodal Jersey City-Detroit Daily
Starliner #15 Intermodal Mechanicville-Detroit Daily
Starliner #16 Intermodal Detroit-Mechanicville Daily
Detroiter #17 Manifest Detroit-Jersey City Daily
Detroiter #18 Manifest Jersey City-Detroit Daily
New Yorker #19 Intermodal Detroit-Jersey City Daily
New Yorker #20 Intermodal Jersey City-Detroit Daily
30T Manifest Binghamton-Schenectady Daily NS Trackage Rights Train
31T Manifest Schenectady-Binghamton Daily NS Trackage Rights Train
CR-21 Loaded Oil Detroit-Corning Monday
DT-22 Empty Oil Corning-Detroit Friday
LN-23 Loaded Oil Detroit-Linden Daily
DT-24 Empty Oil Linden-Detroit Daily
HN-42 Local Binghamton-Hancock Monday-Friday
BU-39 Local Buffalo-Buffalo Monday-Friday
SS-31 Local Buffalo-Silver Springs Daily
HR-32 Local Corning-Hornell Daily
OW-33 Local Binghamton-Owego Daily
EM-34 Local Binghamton-Elmira Daily
BG-35 Local Corning-Binghamton Daily
LD-36 Local Owego-Ithaca Monday-Friday
WD-37 Local St. Thomas-Windsor M, W, F
WL-38 Local St. Thomas-Welland T, T
SF-41 Local Middletown-South Fallsburg As Needed
SS-43 Local Rochester-Silver Springs Monday-Friday
MM-44 Local Rochester-Mount Morris Monday-Friday
DN-45 Local Rochester-Dansville M, W, F
SS-46 Local Rochester-Silver Springs Tuesday, Thursday
SH-47 Local Middletown-Slate Hill Tuesday, Thursday
WM-48 Local Middletown-Walden/Maybrook M, W, F
SP-50 Local Middletown-Sparta Monday-Friday
BR-63 Local Bergen-Butler Monday-Friday
HJ-49 Local Schenectady-Hoosick Junction Monday-Friday
GR-59 Local/Switch Rochester-Greece Monday-Friday
BG-54 Switch Binghamton-Binghamton Daily
BG-58 Switch Binghamton-Binghamton Daily
BU-55 Switch Buffalo-Buffalo Daily
BU-56 Switch Buffalo-Buffalo Daily
BU-57 Switch Buffalo-Buffalo Daily
BU-60 Switch Buffalo-Buffalo Daily
BU-61 Switch Buffalo-Buffalo Daily
MM-62 Switch Mount Morris-Mount Morris Daily Salt Plant Switcher
CA-MOW MoW N/A-N/A As Needed Canadian Division Maintenance
ER-MOW MoW N/A-N/A As Needed Erie Division Maintenance
OS-MOW MoW N/A-N/A As Needed Oswego Division Maintenance
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