Lockport and Niagara Falls Railroad

New York Central Railroad
Company type	Class I rail carrier
Industry	Rail transport
Founded	1853
Founder	Erastus Corning
Defunct	1968
Fate	Merged with Pennsylvania Railroad to form Penn Central Transportation Company
Headquarters	New York City, United States
Area served	Great Lakes region, Mid-Atlantic United States, parts of Ontario and Quebec, Canada
Key people	Erastus Corning, Cornelius Vanderbilt, Chauncey Depew
Products	Freight and passenger rail services

Adapted from the English Wikipedia article Lockport and Niagara Falls Railroad, available under CC BY-SA 4.0Updated 24 July 2025

The New York Central Railroad was a prominent Class I rail carrier primarily serving the Great Lakes region and the Mid-Atlantic area of the United States. It linked the expansive New York metropolitan area and Boston with major Midwestern urban centers such as Chicago and St. Louis. Its extensive network featured critical junctions including Albany, New York, Buffalo, New York, Cleveland, Cincinnati, Detroit, Rochester, New York, and Syracuse, New York. The company’s administrative headquarters were located in the distinguished New York Central Building, situated next to its principal terminal, Grand Central Terminal.

Established in 1853 through a series of mergers, the New York Central quickly emerged as a leading railroad with an expansive system spanning several states and parts of Canada, notably Ontario and Quebec. By 1925, it managed 11,584 miles of mainline track and 26,395 miles of total track mileage; by 1967, these figures had decreased to 9,696 miles and 18,454 miles respectively.

In 1968, New York Central combined forces with its competitor, the Pennsylvania Railroad, creating the Penn Central Transportation Company. Although this merger was initially projected to enhance business growth and competitive positioning, Penn Central filed for bankruptcy in 1970. Following significant federal intervention, it was restructured into Conrail in 1976. When Conrail was divided in 1999, much of the former New York Central infrastructure was allocated to major freight operators: CSX took control of most eastern lines while Norfolk Southern assumed responsibility for western routes.

This overview underscores New York Central’s substantial presence in both freight and passenger rail markets at its zenith, its strategic management under influential leaders such as Cornelius Vanderbilt and Chauncey Depew, and its enduring impact on the organizational framework and operations within the U.S. rail industry.

Albany and Schenectady Railroad

The earliest component that would form part of this railroad system was the Mohawk and Hudson Railroad (M&H), chartered in 1826 as New York state's first permanent railway. This line connected the Mohawk River at Schenectady, New York with the Hudson River at Albany, offering a quicker route compared to navigating the Erie Canal locks. It commenced operations on August 9, 1831, utilizing the steam locomotive DeWitt Clinton. In 1847, it was renamed the Albany and Schenectady (A&S). Initially relying on inclined planes to overcome steep gradients, improvements in locomotive technology eventually enabled direct service into downtown Schenectady and Albany’s waterfront district.

Utica and Schenectady Railroad

The Utica and Schenectady Railroad, chartered on April 29, 1833, paralleled the Erie Canal but was initially prohibited from transporting freight. Passenger service began on August 2, 1836, extending westward from Schenectady to Utica. Under leadership from future New York Central president Erastus Corning, this line became the most profitable among ten early railroads situated alongside the canal. Restrictions on freight were gradually relaxed starting in 1844 and completely removed by 1847; however, tolls equivalent to canal fees continued to be paid to the state.

Syracuse and Utica Railroad

Chartered on May 11, 1836, the Syracuse and Utica Railroad compensated for freight traffic displaced from the canal. It commenced full operations on July 3, 1839, extending service to Syracuse through Rome, and linked onward to Auburn via the Auburn and Syracuse Railroad. The route was deliberately planned to run close to the Erie Canal and Rome. Although a direct line chartered in 1853 was never constructed, the later acquisition of the West Shore Railroad in 1885 by New York Central fulfilled a similar role.

Auburn and Syracuse Railroad

The Auburn and Syracuse Railroad received its charter on May 1, 1834, and opened most of its line in 1838, completing the final segment by June 1839. Alongside the Syracuse and Utica Railroad, it established an uninterrupted route stretching from Albany through Syracuse to Auburn. The Auburn and Rochester Railroad, chartered in 1836 and operational by 1841, extended this corridor westward to Rochester via Geneva and Canandaigua. These two railroads consolidated in 1850 to form the Rochester and Syracuse Railroad, later known as the Auburn Road. To enhance routing efficiency, the Rochester and Syracuse Direct Railway was chartered and merged into this company in 1850; it opened in 1853, offering a more streamlined connection between Rochester and Syracuse parallel to the Erie Canal.

Buffalo and Rochester Railroad

The Tonawanda Railroad, chartered in 1832, connected Rochester with Attica by 1843, while the Attica and Buffalo Railroad linked Buffalo to Attica by 1842. With the opening of the Auburn and Rochester Railroad in 1841, an all-rail line from Buffalo to Albany was nearly complete. In 1844, the Tonawanda Railroad constructed a missing link at Rochester. The Tonawanda Railroad merged with the Attica and Buffalo Railroads in 1850 to create the Buffalo and Rochester Railroad. A direct route from Buffalo to Batavia was inaugurated in 1852. Meanwhile, the former Depew–Attica section was sold to the Buffalo and New York City Railroad, incorporated into the New York and Erie Railroad system, and converted to broad gauge.

Schenectady and Troy Railroad

Chartered in 1836 and commencing service in 1842, the Schenectady and Troy Railroad established an important Hudson River connection at Troy, improving transportation between Troy and Schenectady.

Rochester, Lockport, and Niagara Falls Railroad

Originally incorporated as the Lockport and Niagara Falls Railroad in 1834, this line opened in 1838 linking Lockport with Niagara Falls. It was reorganized as the Rochester, Lockport and Niagara Falls Railroad in 1850 and extended eastward to Rochester by 1852. This railroad was absorbed into the New York Central Railroad under legislation passed in 1853. Segments of this line continue operating today under the Falls Road Railroad name.

Buffalo and Lockport Railroad

The Buffalo and Lockport Railroad, chartered in 1852, constructed a branch line from Lockport to Tonawanda by 1854. This branch connected with the Buffalo and Niagara Falls Railroad, which had opened in 1837, providing direct access into Buffalo.

Mohawk Valley Railroad

Initially chartered in 1851 and subsequently reorganized in 1852, the Mohawk Valley Railroad intended to establish a route along the southern bank of the Mohawk River, linking Schenectady and Utica. However, it never completed any track construction before being incorporated into another entity. The corridor it planned was later utilized by the West Shore Railroad.

Syracuse and Utica Direct Railroad

Established in 1853 to provide a more direct alternative to the Syracuse and Utica Railroad, this company aimed to offer a shorter path but merged with another organization prior to laying any rails.

1853 company formation

Erastus Corning, an industrialist from Albany and owner of the Mohawk Valley Railroad, played a pivotal role in consolidating these railroads. On March 17, 1853, company leaders agreed to a merger which received legislative approval on April 2. This led to the official creation of the New York Central Railroad on May 17, 1853.

The Buffalo and State Line Railroad alongside the Erie and North East Railroad transitioned from broad gauge to standard gauge tracks. This conversion allowed direct connections with New York Central in Buffalo and facilitated continuous service extending to Erie, Pennsylvania.

Erastus Corning years: 1853–1867

During Corning’s tenure, New York Central expanded significantly through several key acquisitions:

The Rochester and Lake Ontario Railroad, founded in 1852 and commencing operations in 1853, was initially leased then fully merged by 1855. This acquisition extended service northward from Rochester to Charlotte on Lake Ontario.

The Buffalo and Niagara Falls Railroad, chartered in 1834 and operational since 1837, was leased in 1853 and merged two years later. It provided an essential connection between Buffalo and Niagara Falls.

The Lewiston Railroad, running between Niagara Falls and Lewiston since 1837, was leased after its southern extension linked it with the Buffalo and Niagara Falls Railroad; it was merged into New York Central in 1855.

Chartered in 1851, the Canandaigua and Niagara Falls Railroad opened segments connecting Canandaigua, Batavia, North Tonawanda, and Niagara Falls by 1854. Following bankruptcy in 1858, it was reorganized as the Niagara Bridge and Canandaigua Railroad before merging into New York Central by 1890.

The Saratoga and Hudson River Railroad was chartered in 1864 and opened in 1866 as a branch line from near Schenectady to Athens along the west side of the Hudson River. It merged into New York Central in 1876 but ceased operations after its terminal was destroyed by fire that same year.

New York Central established major repair facilities and classification yards spanning 300 acres in Albany’s West Albany area. These included shops for locomotives as well as freight and passenger cars, alongside roundhouse terminals. These installations remained central to railroad operations until steam locomotives were retired in 1957.

Hudson River Railroad

The Troy and Greenbush Railroad, chartered in 1845, linked Troy with Greenbush (now Rensselaer) on the east side of the Hudson River. The Hudson River Railroad followed shortly after its chartering in 1846, extending southward to New York City with full completion achieved by 1851. That same year it leased the Troy and Greenbush line.

Cornelius Vanderbilt gained control of the Hudson River Railroad in 1864 soon after acquiring ownership of the parallel New York and Harlem Railroad.

In Manhattan, the West Side Line was constructed as an elevated bypass above street level in 1934. Most of this elevated structure has since been abandoned; however, sections south of 34th Street were repurposed as the High Line park between 2009 and 2014. The tunnel north of 35th Street remains active exclusively for Amtrak services serving New York Penn Station.

Vanderbilt Era: 1867–1954

In 1867, control of the Albany-to-Buffalo New York Central Railroad was secured by Cornelius Vanderbilt, who then merged it with his Hudson River Railroad in 1869, creating the New York Central and Hudson River Railroad. This merger extended the rail network southward along the Hudson River toward New York City, including the leased Troy and Greenbush Railroad connecting Albany to Troy.

Vanderbilt's holdings also encompassed the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway, and Michigan Central Railroad.

The Spuyten Duyvil and Port Morris Railroad, inaugurated in 1871, linked Hudson River trains to Grand Central Depot and Port Morris freight yards; from its inception, it was leased by NYC.

Opened in 1878, the Geneva and Lyons Railroad connected Syracuse with Rochester and was fully integrated into NYC by 1890.

In 1885, NYC absorbed its principal rival, the New York, West Shore and Buffalo Railway, renaming it the West Shore Railroad and establishing passenger and freight services at Weehawken Terminal. Subsequent acquisitions included control over the Pittsburgh and Lake Erie Railroad (1887) and Boston and Albany Railroad (1900), both of which remained subsidiaries.

Leadership transitioned with William H. Newman assuming the presidency in 1901 until his departure in 1909.

By 1914, eleven subsidiaries consolidated into the New York Central & Hudson River Railroad, which rebranded as New York Central Lines; this entity evolved into the New York Central System by 1935 until its eventual merger with Pennsylvania Railroad in 1968. To ensure a steady coal supply for steam engines, NYC operated the Clearfield Bituminous Coal Corporation as a captive mining subsidiary based in Pennsylvania.

The Cleveland, Cincinnati, Chicago and St. Louis Railway—known as the "Big Four"—was formed through mergers in 1889 and acquired by NYC by 1906. It operated autonomously until 1930 when NYC secured a 99-year lease that also included Michigan Central.

To overcome repair bottlenecks at West Albany shops, NYC developed additional maintenance facilities at Depew (1892), Oak Grove (Avis Shops, 1902), and Croton-on-Hudson (Harmon Shops, 1907). The latter played a vital role in transitioning from steam to electric locomotives near New York City.

Topography

Unlike its competitor Pennsylvania Railroad’s mountainous routes, NYC’s system traversed predominantly flat terrain. Major corridors such as the New York-to-Chicago line followed river valleys with minimal inclines except for areas like West Albany Hill and the Berkshire Hills on the Boston and Albany route. This geography influenced NYC’s operational philosophy, marketing efforts, and locomotive engineering, all centered on its premier New York-Chicago Water Level Route.

Bypasses

To reduce congestion, several bypasses and cutoffs were constructed. The Junction Railroad’s Buffalo Belt Line (1871) created a northeast bypass around Buffalo along with a loop line for passenger services. The West Shore Railroad—acquired in 1885—served as a Rochester bypass. The Gardenville Cutoff (1898), built by the Terminal Railway, allowed southeast traffic to avoid Buffalo. The Schenectady Detour (1902) connected to the West Shore Railroad enabling through trains to circumvent downtown Schenectady. In 1912, the Cleveland Short Line Railway provided a bypass around Cleveland. The Alfred H. Smith Memorial Bridge (1924), part of the Hudson River Connecting Railroad’s Castleton Cut-Off, established a 27.5-mile freight bypass circumventing West Albany.

During the 1910s, adjustments to NYC’s main line near Rome were necessary due to Erie Canal modifications; new track alignments were constructed to bypass downtown while preserving access to former subsidiary lines. These infrastructure enhancements supported improved operational efficiency and expanded market access.

Trains

The steam locomotives of New York Central were engineered primarily for high-speed travel on level terrain rather than for navigating mountainous regions. Among the distinguished models were the 1937–38 J-3a Hudsons (4-6-4), the World War II-era L-3 and L-4 Mohawks (4-8-2), and the 1945–46 S-class Niagaras (4-8-4), which are highly esteemed by rail aficionados.

Starting in the early 1900s, NYC operated legendary trains such as the 20th Century Limited (1902–1967), which connected Grand Central Terminal in New York City to LaSalle Street Station in Chicago. This service was celebrated for its luxurious accommodations and branding that bolstered the railroad’s competitive position.

In the mid-1930s, NYC launched its inaugural streamlined steam locomotive, the Commodore Vanderbilt, marking a modernization effort aligned with industry movements toward streamlining and diesel power.

The 1936 steam-driven Rexall Train toured across 47 states, promoting Rexall drug stores while serving as a venue for corporate events—an innovative marketing initiative showcasing strategic business collaborations.

Following streamlining improvements after 1938, the 20th Century Limited was able to complete the 960.7-mile journey in 16 hours, with post-WWII schedules briefly shortened to 15½ hours. Other notable services included the Empire State Express (operating between NYC and Buffalo/Cleveland) and the Ohio State Limited (running from NYC to Cincinnati).

Between 1946 and the mid-1950s, NYC coordinated sleeping car exchanges with western railroads such as the Super Chief and City of San Francisco, enabling through sleeper service from New York City to destinations like Los Angeles and San Francisco—significantly enhancing network connectivity.

Economic challenges accelerated dieselization: the Boston and Albany line was fully dieselized by 1951; all routes east of Cleveland transitioned from steam between August and September 1953; Niagaras were phased out by July 1956; and the final steam locomotive was retired in May 1957. Despite possessing advanced steam technology, financial difficulties in northeastern railroading constrained growth opportunities.

Key New York Central trains:

New York to Chicago

20th Century Limited: Limited-stop service between New York and Chicago via the Water Level Route, operating from 1902 to 1967
Commodore Vanderbilt: New York to Chicago with additional stops along the Water Level Route
Lake Shore Limited: Connecting New York and Chicago through Cleveland, with branches extending to Boston and St. Louis; operated 1896–1956, reinstated by Amtrak in 1971
Chicagoan: Service linking New York and Chicago
Pacemaker: All-coach train running New York to Chicago via Cleveland
Wolverine: Route from New York to Chicago passing through southern Ontario and Detroit

The Mercuries

Chicago Mercury: Between Chicago and Detroit
Cincinnati Mercury: Connecting Cleveland and Cincinnati
Cleveland Mercury: Service from Detroit to Cleveland
Detroit Mercury: Operating between Cleveland and Detroit

New York to St. Louis

Knickerbocker: Linking New York and St. Louis
Southwestern Limited: Operated from New York to St. Louis between 1889 and 1966

Additional trains

Empire State Express: Service connecting New York with Buffalo and Cleveland via the Empire Corridor since 1891; currently operated as Empire Service to Niagara Falls
Cleveland Limited: Running between New York and Cleveland
Detroiter: Connecting New York and Detroit
Great Lakes Aerotrain: Experimental lightweight train operating Chicago–Detroit/Cleveland route in 1956
James Whitcomb Riley: Service between Chicago and Cincinnati
Michigan, Motor City Special: Both connecting Chicago and Detroit
New England States: Operating Boston–Chicago via Water Level Route from 1938 until 1971; later combined with Lake Shore Limited under Amtrak
North Star: Route from New York to Cleveland with branches extending to Toronto and Lake Placid
Ohio State Limited: Connecting New York and Cincinnati via Empire Corridor
Ohio Xplorer: Experimental lightweight train operating between Cleveland and Cincinnati during 1956–1957
Twilight Limited: Service running Chicago–Detroit

NYC trains departed from terminals including Grand Central Terminal (New York), Weehawken Terminal (New Jersey), South Station (Boston), Cincinnati Union Terminal, Michigan Central Station (Detroit), St. Louis Union Station, as well as LaSalle Street and Central Stations in Chicago.

The railroad also maintained commuter rail lines in both New York and Massachusetts. Westchester County was served by Hudson, Harlem, and Putnam lines terminating at Grand Central Terminal, while areas of New Jersey and Rockland County were linked via the West Shore Line running between Weehawken and Kingston, NY.

Decline

Following World War II, the New York Central experienced a marked downturn, influenced by regulatory restrictions imposed by the Interstate Commerce Commission that capped freight and passenger rates. This period also saw increasing rivalry from automobiles, trucks, and the nascent airline industry during the 1950s. The enactment of the 1956 Interstate Highway Act further redirected both freight and passenger traffic away from railroads by funding highway construction. Moreover, the inauguration of the Saint Lawrence Seaway in 1959 shifted freight shipments toward Great Lakes ports, diminishing New York Central’s freight income.

The railroad was additionally burdened by substantial local government taxes on rail infrastructure—taxes not levied on highways—and a persistent 15% federal tax on passenger tickets dating back to World War II, which remained until 1962. Together, these elements weakened New York Central’s profitability and reduced its share in passenger and freight markets.

Robert R. Young: 1954–1958

In June 1954, Robert Ralph Young and the Alleghany Corporation succeeded in a proxy contest to gain control of the New York Central System. Alleghany, initially established as a real estate and railroad conglomerate by the Van Sweringen brothers in the 1920s, held ownership of significant railroads such as the Chesapeake and Ohio Railway (C&O) and Nickel Plate Road. Young, known for his innovative approach to railroading, discovered that New York Central’s condition was far worse than anticipated. Unable to meet his commitments, he halted dividend distributions in January 1958 and tragically died by suicide later that same month.

Alfred E. Perlman: 1958–1968

Following Young’s passing, Alfred E. Perlman assumed leadership of New York Central. Despite inheriting a financially troubled railroad, Perlman implemented operational efficiencies that reduced deficits by $7.7 million in 1959 and boosted stock prices to $1.29 per share, reinstating dividends for the first time since World War II. By 1964, he had cut long-term debt by nearly $100 million and lowered passenger service losses from $42 million to $24.6 million.

Perlman spearheaded modernization initiatives including the adoption of Centralized Traffic Control (CTC) technology, which allowed mainline tracks to be reduced from four to two, alongside enhancements to classification yards such as the $20 million upgrade of Selkirk Yard completed in 1966. He also pursued experimental projects like the jet-powered M-497 Black Beetle prototype; however, it never entered commercial operation.

Cost reduction strategies resulted in extensive service curtailments, especially affecting commuter lines near New York City. The Putnam Division ceased operations between 1958 and 1959; ferry services across the Hudson River were discontinued; and long-distance routes on the West Shore Line were trimmed back. Despite efforts to eliminate commuter service, government regulations mandated continuation due to heavy demand within the metropolitan area.

Long-distance and regional passenger services were downgraded or eliminated; Pullman and parlor cars were replaced with coaches on numerous routes throughout Michigan, Illinois, Indiana, and Ohio. Service beyond Buffalo along the Empire Corridor ended in 1961, while on December 3, 1967, most of New York Central’s famed long-distance trains—including the Twentieth Century Limited—were discontinued. Branch line operations in upstate New York were phased out by 1965. Several major stations in Rochester, Schenectady, and Albany were either razed or abandoned. Although these actions temporarily improved financial results, a viable long-term business model remained elusive for sustained profitability.

Consolidation with the Pennsylvania Railroad

The rail industry in the Northeast faced a saturated market with diminishing traffic volumes, compelling the New York Central (NYC) to contend with dominant competitors such as the Pennsylvania Railroad (PRR) and Baltimore and Ohio Railroad (B&O), along with several mid-sized carriers including Delaware, Lackawanna and Western (DL&W), Erie Railroad, Reading Company, Central Railroad of New Jersey, and Lehigh Valley Railroad.

Mergers became a prevalent strategy aimed at optimizing operations and minimizing competition. For instance, DL&W and Erie combined their operations in 1958, culminating in the creation of the Erie Lackawanna Railroad by 1960. Similarly, the Virginian Railway, Wabash Railroad, Nickel Plate Road, among others, merged to form Norfolk and Western Railway (N&W). Concurrently, B&O joined forces with Western Maryland Railway (WM) and Chesapeake and Ohio Railway (C&O) to establish the Chessie System. These consolidations, alongside reductions in passenger services, contributed significantly to improved operational efficiency.

Following this industry pattern, NYC pursued potential merger candidates starting in the mid-1950s, considering options such as B&O, Milwaukee Road, and its subsidiary Nickel Plate Road. However, NYC’s extensive regional and commuter passenger obligations—imposed by the Interstate Commerce Commission (ICC)—complicated merger negotiations. Ultimately, only PRR possessed the financial capacity to support a feasible merger despite also managing substantial passenger operations.

Merger negotiations commenced in 1955 but extended over a decade without resolution due to ICC regulatory challenges, union resistance, concerns from competing railroads, and disagreements between the involved companies. A major point of contention centered on control: while CEO Alfred E. Perlman’s cost-cutting had strengthened NYC’s financial position relative to PRR, ICC officials and PRR President Stuart T. Saunders advocated for PRR to assume control of NYC. Additionally, in 1970 ICC insisted on incorporating the financially troubled New York, New Haven and Hartford Railroad (New Haven) into the merger—a proposal opposed by both railroads due to its fiscal liabilities. These factors played a pivotal role in undermining the Penn Central merger’s success.

On January 26, 1968, NYC released its final passenger timetable featuring a significantly curtailed schedule in anticipation of the merger. By December 3, 1967, most local and long-distance passenger routes had been discontinued, including the renowned 20th Century Limited.

Penn Central: 1968–1976

The New York Central officially merged with the insolvent Pennsylvania Railroad on February 1, 1968, forming Penn Central Transportation Company (PC), with NYC’s Perlman appointed as president. The company quickly accrued substantial debt after the ICC mandated inclusion of the loss-making New Haven Railroad into PC’s network in 1970. Internal conflicts arose when Perlman clashed with CEO Stuart T. Saunders over a $25 million freight car refurbishment project, resulting in Perlman’s resignation.

The merger was plagued by incompatible corporate cultures, labor disputes, and mismatched operational systems. To maintain an appearance of profitability, PC’s board resorted to using reserve funds for dividend payments; nevertheless, on June 1, 1970, Penn Central filed for bankruptcy—the largest private bankruptcy filing in U.S. history at that time. The bankruptcy halted many outstanding debts owed to other railroads but did not suspend obligations owed to Penn Central itself, which triggered financial distress among other Northeastern railroads including Erie Lackawanna and Boston and Maine.

Penn Central’s collapse effectively ended prospects for privately funded passenger rail services in America. In response to this crisis, President Nixon enacted the Rail Passenger Service Act of 1970 establishing Amtrak—a federally subsidized entity that assumed control over most intercity passenger trains beginning May 1, 1971. Amtrak subsequently acquired key assets such as the Northeast Corridor from former PRR and New Haven properties. Meanwhile, Penn Central’s commuter operations persisted under bankruptcy protection until they were absorbed by Conrail upon its creation in 1976 alongside other bankrupt carriers.

Conrail and CSX: 1976–present

Established by the U.S. government in 1976, Conrail (Consolidated Rail Corporation) was tasked with revitalizing the freight operations of Penn Central along with other bankrupt railroads. It assumed control over commuter rail services in New York’s Lower Hudson Valley, Connecticut, and Boston regions, which were subsequently transferred by 1983 to state-supported entities such as the Metro-North Railroad and the Massachusetts Bay Transportation Authority.

Throughout the 1990s, Conrail returned to profitability and became a target for acquisition by leading railroad companies. In 1999, following a period of operational consolidation that included the abandonment of certain New York Central and Pennsylvania Railroad lines, its assets were divided between CSX and Norfolk Southern. Critical corridors like the Water Level Route connecting New York and Chicago, the Boston & Albany line, the Kankakee Belt Route, and the West Shore Line continue to operate under these successors.

On June 6, 1998, Conrail was partitioned with the creation of New York Central Lines LLC, a subsidiary designated for lines operated by CSX. This included routes such as the Water Level Route extending to Cleveland and the Big Four line reaching St. Louis. CSX later fully integrated this subsidiary into its operations but preserved the use of the NYC reporting mark.

Heritage Units

Three locomotives have been specially painted to celebrate the railroad’s legacy with its iconic lightning stripe design:

Norfolk Southern 1066, adorned for the company’s 30th anniversary in 2012.
Metro-North 211, wrapped to commemorate the railroad’s 40th anniversary in 2023.
CSX 1853 (previously numbered 3067), repainted in January 2024.

Presidents

Erastus Corning (1853–1865)
Cornelius Vanderbilt (1867 – ?)
James H. Rutter (1883–1885)
Chauncey M. Depew (1885–1898)
Samuel R. Callaway (1898–1901)
William C. Brown (? – 1914)
Alfred H. Smith (1914–1918, 1919–1924)
Patrick E. Crowley (1924–1931)
Frederic E. Williamson (1931–1944)
Gustav Metzman (1944–1952)
William White (1952–1954)
Robert R. Young (1954–1958)
Alfred E. Perlman (1958–1968)

Bibliography

External links

New York Central System Historical Society
National New York Central Railroad Museum
The Steam Locomotive (documentary from 1938)