New York Central Railroad

New York Central Railroad
Company type	Railroad
Industry	Rail transport
Founded	May 17, 1853; 173 years ago
Founder	Erastus Corning
Fate	Merged with Pennsylvania Railroad to form Penn Central (1968)
Headquarters	New York City, United States
Area served	Great Lakes and Mid-Atlantic regions of the United States; parts of Ontario and Quebec, Canada
Key people	Erastus Corning (founder), Cornelius Vanderbilt (owner and president), Chauncey Depew (president and chairman)
Products	Freight and passenger rail transport

The New York Central Railroad was a prominent American rail system primarily serving the Great Lakes and Mid-Atlantic areas. It provided vital connections between the greater New York and Boston metropolitan regions and major Midwestern cities like Chicago and St. Louis. Key urban centers along its routes included Albany, Buffalo, Cleveland, Cincinnati, Detroit, Rochester, and Syracuse. The company was headquartered in the New York Central Building located near Grand Central Terminal and held a significant position in regional transportation networks.

Established in 1853 through the unification of several smaller rail lines, the New York Central was guided by influential figures such as its founder Erastus Corning, owner and president Cornelius Vanderbilt, and the long-tenured president and chairman Chauncey Depew. The railroad’s business strategy centered on connecting principal industrial and commercial hubs to enhance both freight and passenger operations.

In 1968, the New York Central merged with its competitor, the Pennsylvania Railroad, creating the Penn Central Transportation Company to consolidate market share amid industry difficulties. Nevertheless, Penn Central filed for bankruptcy in 1970, prompting federal government intervention that resulted in its reorganization as Conrail by 1976. Eventually, Conrail’s assets were split in 1999 between CSX and Norfolk Southern; CSX took control of most eastern lines while Norfolk Southern acquired western corridors.

At its zenith in 1925, New York Central managed roughly 11,584 miles of mainline track and 26,395 miles of total track spanning states such as New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Massachusetts, West Virginia, as well as sections of Ontario and Quebec. By 1967, these figures had decreased to approximately 9,696 miles of mainline and 18,454 miles of track due to industry consolidation and evolving transportation demands.

Albany and Schenectady Railroad

The Mohawk and Hudson Railroad (M&H), chartered in 1826, represents the earliest component that eventually merged into the New York Central system and holds the distinction as New York State’s first permanent railroad. It linked the Mohawk River at Schenectady with the Hudson River at Albany, facilitating more efficient freight and passenger transit by circumventing Erie Canal locks. Operations commenced in 1831 utilizing its initial steam locomotive named Dewitt Clinton. In 1847 it was renamed Albany and Schenectady (A&S). Initially employing inclined planes to manage steep grades, it later extended continuous mainline service into downtown areas of both Schenectady and Albany as locomotive technology improved.

Utica and Schenectady Railroad

Chartered in 1833, the Utica and Schenectady Railroad ran westward from Schenectady along the Mohawk River corridor toward Utica, closely following the Erie Canal route. Although initially prohibited from carrying freight traffic, it began revenue operations in 1836 and emerged as one of the most lucrative early railroads adjacent to the Erie Canal. Under the leadership of Erastus Corning, who subsequently became president of New York Central, freight restrictions were removed by 1847; however, toll fees comparable to canal charges were paid to the state.

Syracuse and Utica Railroad

Established by charter in 1836, the Syracuse and Utica Railroad completed its rail line from Utica to Syracuse via Rome by 1839, linking onward to Auburn through the Auburn and Syracuse Railroad. Similar to other railroads of the time, it compensated the state for freight traffic diverted from the canal system. Although a more direct pathway was proposed in 1853 under the name Syracuse and Utica Direct Railroad, it was never constructed; nonetheless, this function was eventually served by the West Shore Railroad after its acquisition and integration into New York Central in 1885.

Auburn and Syracuse Railroad

The Auburn and Syracuse Railroad, chartered on May 1, 1834, opened most of its track in 1838 and completed the entire line by June 1839. Shortly thereafter, with the opening of the Syracuse and Utica Railroad, a continuous rail corridor from Albany through Syracuse to Auburn was established. The Auburn and Rochester Railroad, chartered in 1836 and operational by 1841, extended this route westward to Rochester via Geneva and Canandaigua. These two railroads merged in 1850 to create the Rochester and Syracuse Railroad, later referred to as the Auburn Road. To enhance route directness, the Rochester and Syracuse Direct Railway was chartered and immediately merged into this company, inaugurating a more straightforward line between Rochester and Syracuse in 1853 that ran parallel to the Erie Canal.

Buffalo and Rochester Railroad

The Tonawanda Railroad, chartered in 1832, initially connected Rochester with Attica by 1843. Meanwhile, the Attica and Buffalo Railroad began operations in 1842, linking Buffalo to Attica. By 1841, a continuous rail connection existed between Buffalo and Albany except for a missing segment at Rochester, which was completed in 1844. The Albany and Schenectady Railroad started running through cars over these lines in 1848. In December 1850, a merger of the Tonawanda with the Attica and Buffalo Railroads created the Buffalo and Rochester Railroad. A more direct route from Buffalo to Batavia opened in 1852; meanwhile, the former Depew–Attica section was sold off to the Buffalo and New York City Railroad and incorporated into the New York and Erie Railroad system with a conversion to broad gauge.

Schenectady and Troy Railroad

This railroad received its charter in 1836 and commenced service in 1842, providing an important Hudson River rail connection between Troy and Schenectady.

Rochester, Lockport, and Niagara Falls Railroad

Originally incorporated as the Lockport and Niagara Falls Railroad in 1834, it began operations in 1838 linking Lockport with Niagara Falls. Following reorganization in 1850 as the Rochester, Lockport and Niagara Falls Railroad, it extended eastward to reach Rochester by 1852. The entire line was consolidated into the New York Central Railroad under legislation passed in 1853. Segments of this route continue to operate today under the Falls Road Railroad.

Buffalo and Lockport Railroad

Chartered in 1852, the Buffalo and Lockport Railroad constructed a branch line from Lockport to Tonawanda, where it connected with the Buffalo and Niagara Falls Railroad, which had been operational since 1837, providing access into Buffalo.

Mohawk Valley Railroad

The Mohawk Valley Railroad was chartered in 1851 and reorganized a year later in 1852 with plans to build along the south bank of the Mohawk River between Schenectady and Utica; however, it was absorbed before any construction took place. Subsequently, this alignment became part of the West Shore Railroad’s development.

Syracuse and Utica Direct Railroad

Established in 1853 with the intention of providing a quicker alternative to the Syracuse and Utica Railroad, this company merged before laying down any tracks.

Formation of the Company in 1853

Railroad magnate and Albany industrialist Erastus Corning unified these railroads into a single system. On March 17, 1853, company leaders consented to a merger; the state legislature gave its approval on April 2, and the New York Central Railroad was formally established on May 17, 1853.

The Buffalo and State Line Railroad and Erie and North East Railroad transitioned from broad gauge to standard gauge, enabling direct connection with New York Central in Buffalo and facilitating continuous service to Erie, Pennsylvania.

Erastus Corning Era: 1853–1867

Under Corning’s guidance, New York Central expanded through key mergers:

The Rochester and Lake Ontario Railroad, inaugurated in 1853, was initially leased and subsequently merged in 1855, extending routes 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 by 1855, linking Buffalo with Niagara Falls.
The Lewiston Railroad, operational from Niagara Falls to Lewiston since 1837, was leased following a southern extension that connected it to the Buffalo and Niagara Falls lines.
The Canandaigua and Niagara Falls Railroad, chartered in 1851, opened sections connecting Canandaigua, Batavia, North Tonawanda, and Niagara Falls by 1854. After declaring bankruptcy, it was acquired by New York Central in 1858, reorganized as the Niagara Bridge and Canandaigua Railroad, and fully merged by 1890.
The Saratoga and Hudson River Railroad, chartered in 1864 and launched in 1866 as a branch near Schenectady extending to Athens on the Hudson River, was merged into New York Central in 1876 but abandoned following a terminal fire that same year.

Corning developed major repair shops, classification yards, and livestock facilities spanning 300 acres in Albany (West Albany). These included locomotive maintenance shops and roundhouses that functioned as New York Central’s primary service center until steam operations ceased in 1957.

Hudson River Railroad

Chartered in 1845, the Troy and Greenbush Railroad connected Troy to Greenbush (present-day Rensselaer). The Hudson River Railroad followed in 1846, extending southward to New York City and completing its line by 1851. It leased the Troy and Greenbush Railroad that same year.

Cornelius Vanderbilt took control of the Hudson River Railroad in 1864 soon after acquiring the adjacent New York and Harlem Railroad.

The West Side Line, constructed as an elevated Manhattan bypass in 1934, is largely abandoned today; sections south of 34th Street were transformed into the High Line park between 2009 and 2014. The tunnel north of 35th Street currently serves mainly Amtrak trains accessing New York Penn Station.

Vanderbilt Leadership: 1867–1954

In 1867, Cornelius Vanderbilt purchased the New York Central Railroad stretching from Albany to Buffalo. By merging it with his Hudson River Railroad in 1869, he created the New York Central and Hudson River Railroad. This merger extended the system southward along the Hudson River to New York City while incorporating the leased Troy and Greenbush line between Albany and Troy.

Vanderbilt’s holdings also included the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway, and Michigan Central Railroad, all managed under the New York Central umbrella.

The Spuyten Duyvil and Port Morris Railroad (chartered in 1869 and opened by 1871) provided a route along the Harlem River connecting Hudson River traffic to Grand Central Depot or freight terminals at Port Morris; it was leased by NYC from its inception.

Organized in 1877 and opened in 1878, the Geneva and Lyons Railroad linked Syracuse with Rochester through Lyons to Geneva; it remained leased by NYC until merged in 1890.

In 1885, NYC acquired its rival—the New York, West Shore and Buffalo Railway—rebranding it as the West Shore Railroad with passenger services, freight operations, and car float facilities at Weehawken Terminal. Subsequently, control over Pittsburgh and Lake Erie Railroad (1887) and Boston and Albany Railroad (1900) was secured; both operated as subsidiaries.

William H. Newman served as president from 1901 until his resignation in 1909.

In 1914, eleven subsidiaries consolidated into the New York Central & Hudson River Railroad, restoring the New York Central name. By 1935 it was referred to as the New York Central System until merging with Pennsylvania Railroad in 1968. To ensure coal supply for steam engines, NYC operated Clearfield Bituminous Coal Corporation as an internal mining subsidiary.

The Cleveland, Cincinnati, Chicago and St. Louis Railway (“Big Four”) emerged from mergers in 1889; acquired by NYC by 1906 but operated independently until NYC secured a ninety-nine-year lease along with Michigan Central in 1930.

To overcome capacity constraints at West Albany repair shops, NYC developed additional facilities at Depew (1892), Oak Grove (Avis Shops, opened in 1902), and Croton-on-Hudson (Harmon Shops established in 1907). The Harmon Shops played a vital role during the transition from steam to electric locomotive power near New York City.

Topography

The predominantly flat landscape of the NYC network stood in stark contrast to the rugged, mountainous regions traversed by its competitor, the Pennsylvania Railroad. Key corridors, such as the route from New York to Chicago, closely followed river valleys and featured only slight inclines, with exceptions like West Albany Hill and the Berkshire Hills along the Boston and Albany line. This geographic advantage shaped the railroad’s operational approach, influencing everything from marketing strategies to the engineering of locomotives, all centered around its signature New York-Chicago Water Level Route.

Bypasses

To reduce traffic bottlenecks, multiple bypasses and shortcut lines were developed. The Junction Railroad’s Buffalo Belt Line (1871) created a northeastern detour around Buffalo and offered a loop for passenger services. The West Shore Railroad, acquired in 1885, provided an alternative path circumventing Rochester. The Gardenville Cutoff (1898), constructed by the Terminal Railway, enabled through trains to avoid southeastern Buffalo. In 1902, the Schenectady Detour allowed trains to skirt downtown Schenectady via connections with the West Shore Railroad. The Cleveland Short Line Railway (1912) served as a bypass around Cleveland, Ohio. Additionally, in 1924 the Alfred H. Smith Memorial Bridge was completed as part of the Hudson River Connecting Railroad’s Castleton Cut-Off—a 27.5-mile freight route designed to relieve congestion near West Albany.

During the 1910s, NYC adjusted its main line in Rome following changes to the Erie Canal, relocating tracks south of the city center and constructing a new connection to the former Rome, Watertown and Ogdensburg Railroad. This realignment facilitated through traffic that bypassed downtown Rome.

Trains

NYC’s steam locomotives were engineered for high-speed performance on flat terrain rather than mountainous routes. Distinguished examples include the 1937–38 J-3a Hudsons, World War II-era L-3 and L-4 Mohawks, and the 1945–46 S-class Niagaras—locomotives widely regarded by enthusiasts as among the finest steam engines ever produced.

For much of the 20th century, NYC operated some of America’s most celebrated trains. The 20th Century Limited (1902–1967) connected Grand Central Terminal in New York City with Chicago’s LaSalle Street Station and was famed for its luxurious service and distinctive branding. In the mid-1930s, NYC debuted its first streamlined steam locomotive with the Commodore Vanderbilt, during a period when diesel-electric engines were becoming dominant.

The railroad also featured the 1936 streamlined steam-powered Rexall Train, which toured 47 states promoting Rexall drug stores and functioning as a mobile convention venue. Following its June 1938 streamlining, the Century completed its 960.7-mile journey in 16 hours, briefly reducing that time to 15½ hours after World War II. Other notable trains included the Empire State Express, linking New York City with Buffalo and Cleveland, and the Ohio State Limited, operating between New York City and Cincinnati.

Between 1946 and the mid-1950s, NYC coordinated sleeping car exchanges in Chicago with western trains such as the Super Chief and City of San Francisco, providing continuous sleeper service from New York City to California destinations.

Although NYC possessed some of the most advanced steam locomotives of its era, financial difficulties hastened its transition to diesel-electric power. The Boston and Albany route was fully dieselized by 1951; all lines east of Cleveland converted between August and September 1953. The Niagaras were withdrawn by July 1956; steam operations concluded on May 3, 1957 with Mikado H7e class No. 1977 being the final active steam engine. Nevertheless, economic constraints within northeastern railroading limited significant benefits from this modernization.

Significant New York Central trains:

New York to Chicago

20th Century Limited: Operated between New York and Chicago with limited stops along the Water Level Route from 1902 until 1967
Commodore Vanderbilt: New York to Chicago service with more frequent stops, also following the Water Level Route
Lake Shore Limited: Connecting New York and Chicago via Cleveland, featuring branches to Boston and St. Louis; active from 1896 to 1956 and resumed in 1971 under Amtrak
Chicagoan: Direct train service between New York and Chicago
Pacemaker: All-coach train running from New York to Chicago through Cleveland
Wolverine: Route linking New York and Chicago via southern Ontario and Detroit

The Mercuries

Chicago Mercury: Service connecting Chicago and Detroit
Cincinnati Mercury: Train running between Cleveland and Cincinnati
Cleveland Mercury: Operating from Detroit to Cleveland
Detroit Mercury: Route between Cleveland and Detroit

New York to St. Louis

Knickerbocker: Train linking New York with St. Louis
Southwestern Limited: New York-St. Louis service active from 1889 through 1966

Other trains

Empire State Express: Connecting New York with Buffalo and Cleveland along the Empire Corridor since 1891, currently operated as Empire Service to Niagara Falls
Cleveland Limited: Service between New York and Cleveland
Detroiter: Train running from New York to Detroit
Great Lakes Aerotrain: Experimental lightweight train operating between Chicago, Detroit, and Cleveland in 1956
James Whitcomb Riley: Route connecting Chicago and Cincinnati
Michigan: Service linking Chicago with Detroit
Motor City Special: Train operating between Chicago and Detroit
New England States: Boston to Chicago service via the Water Level Route from 1938 to 1971; later integrated into Amtrak’s Lake Shore Limited after Penn Central’s tenure
North Star: Running from New York to Cleveland with branches extending to Toronto and Lake Placid
Ohio State Limited: Connecting New York and Cincinnati via the Empire Corridor
Ohio Xplorer: Lightweight experimental train operating between Cleveland and Cincinnati during 1956–1957
Twilight Limited: Chicago-Detroit route

Key terminals served by these trains included Grand Central Terminal in New York, Weehawken Terminal in New Jersey, South Station in Boston, Cincinnati Union Terminal, Michigan Central Station in Detroit, St. Louis Union Station, LaSalle Street Station, and Central Station in Chicago.

The railroad also operated commuter rail systems within the New York and Massachusetts regions. In Westchester County, commuter lines such as Hudson, Harlem, and Putnam provided access into Grand Central Terminal. Meanwhile, connections to New Jersey and Rockland County were established through the West Shore Line along the Hudson River.

Decline

Following World War II, the New York Central Railroad encountered numerous obstacles that adversely affected its financial health and competitive position. The Interstate Commerce Commission’s stringent regulations restricted fare adjustments, while growing competition emerged from automobiles, trucking industries, and expanding airline services during the 1950s. The enactment of the Interstate Highway Act in 1956 facilitated extensive government-funded highway development, diverting both freight and passenger traffic away from railroads.

The inauguration of the Saint Lawrence Seaway in 1959 further diminished NYC’s freight income by allowing direct container shipments to Great Lakes ports, circumventing traditional rail connections between the East Coast and Midwest.

Moreover, the railroad was burdened by heavy taxation, including property taxes on rail infrastructure that highways did not face. Additionally, a passenger fare tax of 15 percent imposed during World War II remained in effect until 1962—long after hostilities ceased—exacerbating financial pressures amid an industry-wide downturn.

Robert R. Young: 1954–1958

In June 1954, control of the New York Central System shifted after Robert Ralph Young and the Alleghany Corporation, a conglomerate originally developed by the Van Sweringen brothers, won a proxy battle. Under Young and financier Allan Price Kirby, Alleghany held ownership of the Chesapeake and Ohio Railway and the Nickel Plate Road.

Recognized as a forward-thinking railroad executive, Young discovered that NYC’s situation was more dire than anticipated. Unable to meet his commitments, he halted dividend payments in January 1958 and tragically ended his own life later that month at his residence in Palm Beach.

Alfred E. Perlman: 1958–1968

Following Young’s passing, Alfred E. Perlman assumed leadership of NYC. Despite the railroad’s financial struggles, Perlman implemented operational efficiencies that reduced deficits by $7.7 million in 1959, which elevated NYC stock to $1.29 per share and reinstated dividends for the first time since World War II. By 1964, he had lowered long-term debt by nearly $100 million and cut passenger service losses from $42 million to $24.6 million.

Perlman spearheaded modernization initiatives including the adoption of Centralized Traffic Control (CTC), downsizing four-track mainlines to two tracks, and enhancing classification yards such as the $20 million upgrade of Selkirk Yard in 1966. He also experimented with jet-powered railcars through the M-497 Black Beetle prototype, though it never entered commercial use.

To reduce costs, many services were curtailed; commuter lines around New York City faced significant reductions. The Putnam Division and ferry operations to Weehawken Terminal ceased by 1959, undermining the West Shore Line’s sustainability. Despite efforts to minimize commuter services, regulatory requirements compelled continued operations due to high metropolitan demand.

Long-distance passenger routes were trimmed or downgraded; Pullman sleepers and parlor cars were replaced with coaches on lines serving Michigan, Illinois, Indiana, and Ohio. Service along the Empire Corridor was scaled back, with routes beyond Buffalo discontinued by 1961. On December 3, 1967, legendary trains such as the Twentieth Century Limited were retired. Branch lines in upstate New York were eliminated by 1965, and major stations in Rochester, Schenectady, and Albany were either demolished or abandoned.

Although these actions generated financial relief, it became evident that a fundamentally different business approach was necessary for sustainable fiscal health and competitive viability.

Merger with the Pennsylvania Railroad

Railroads in the Northeast confronted an oversaturated market with diminishing traffic volumes, intensifying rivalry among major carriers including New York Central (NYC), Pennsylvania Railroad (PRR), Baltimore and Ohio Railroad (B&O), as well as smaller lines like Delaware, Lackawanna & Western (DLW) and Erie Railroad.

Mergers became a strategic solution aimed at operational consolidation and reducing competition. Notable combinations included DL&W merging with Erie to form Erie Lackawanna Railroad in 1960; Virginian Railway, Wabash Railroad, and Nickel Plate Road integrating into Norfolk and Western Railway (N&W); and B&O joining forces with Western Maryland Railway and Chesapeake and Ohio Railway to establish the Chessie System. These consolidations prioritized efficiency improvements alongside passenger service cutbacks.

Following this pattern, NYC pursued merger opportunities from the mid-1950s targeting B&O, Milwaukee Road, and its subsidiary Nickel Plate Road. However, NYC’s extensive regional and commuter passenger obligations—mandated by the Interstate Commerce Commission (ICC)—posed significant challenges for merger approval. The only financially capable partner was its principal competitor PRR, which also operated a substantial passenger network.

Negotiations commenced around 1955 but stalled for over ten years due to ICC regulatory hurdles, labor union resistance, concerns over competition reduction, and internal disagreements about merger terms. A central dispute involved control shares—NYC’s financial position had strengthened under CEO Alfred E. Perlman’s cost reductions—yet ICC regulators favored PRR absorbing NYC at PRR President Stuart T. Saunders’ insistence. Another contentious issue was the forced inclusion of the bankrupt New York, New Haven and Hartford Railroad into the merged system in 1970 despite both companies opposing this financially detrimental condition. These conflicts ultimately contributed to undermining the merged enterprise’s success.

On January 26, 1968, NYC released its last passenger timetable prior to merging with PRR. Most local and long-distance passenger services had already ended on December 3, 1967—including the iconic 20th Century Limited—signaling a major transformation in NYC’s operational focus as it prepared for integration into Penn Central.

Penn Central: 1968–1976

The New York Central and the bankrupt Pennsylvania Railroad merged on February 1, 1968, creating the Penn Central Transportation Company (PC), with NYC’s Perlman appointed as president. The inclusion of the financially troubled New Haven Railroad into the system in 1970, mandated by the ICC, quickly escalated PC's debt burden. A dispute arose between Perlman and PC CEO Stuart T. Saunders over a $25 million freight car refurbishment budget, which ultimately led to Perlman stepping down.

The merger was undermined by conflicting corporate cultures, union disputes, and incompatible operational systems. Financial difficulties worsened when the board chose to pay dividends using reserve funds. On June 1, 1970, Penn Central filed for bankruptcy protection, marking the largest private-sector bankruptcy in U.S. history at that point. While PC’s debts were frozen under bankruptcy proceedings, debts owed to it were not, causing insolvency issues for several Northeastern railroads such as Erie Lackawanna and Reading Company.

The downfall of Penn Central dashed hopes for a privately financed passenger rail network in the United States. In response, President Richard Nixon enacted the Rail Passenger Service Act of 1970, which established Amtrak—a federally subsidized entity that assumed control of most intercity passenger trains on May 1, 1971. Amtrak later acquired the Northeast Corridor from both Penn Central and New Haven. Meanwhile, Penn Central’s commuter operations persisted under bankruptcy until Conrail assumed control in 1976 along with other bankrupt railroads.

Conrail and CSX: 1976–present

The U.S. government created Conrail (Consolidated Rail Corporation) to restore freight services of Penn Central and other failing railroads, beginning operations on April 1, 1976. It operated Penn Central’s commuter routes in New York’s Lower Hudson Valley, Connecticut, and Boston until those services were transferred to state agencies—Metro-North Railroad and Massachusetts Bay Transportation Authority—in 1983. By the 1990s, Conrail had returned to profitability and became a sought-after acquisition.

To enhance efficiency, Conrail discontinued much of the original NYC and PRR trackage but maintained critical lines such as the Water Level Route (New York to Chicago), Boston & Albany line, Kankakee Belt Route, and West Shore Line—now utilized by Norfolk Southern, CSX, Amtrak, and regional short lines. Selkirk Yard remains one of the nation’s busiest freight hubs.

On June 6, 1998, Norfolk Southern and CSX divided Conrail’s assets. CSX operated lines through a subsidiary named New York Central Lines LLC, which included routes like the Water Level Route to Cleveland and the Big Four route to St. Louis. This subsidiary adopted NYC’s reporting mark before being fully integrated into CSX during Conrail’s operational consolidation.

Heritage Units

Three heritage locomotives pay tribute to the railroad by featuring its distinctive lightning stripe design:

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

Presidents

Erastus Corning (1853–1865)
Cornelius Vanderbilt (1867 – unknown)
James H. Rutter (1883–1885)
Chauncey M. Depew (1885–1898)
Samuel R. Callaway (1898–1901)
William C. Brown (dates uncertain – 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

George H. Drury, Guide to North American Steam Locomotives, 2nd edition, Kalmbach Media, 2015
Aaron E. Klein, New York Central, Bonanza Books, 1985
Brian Solomon & Mike Schafer, New York Central Railroad, MBI Publishing Company, 1999

External links

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