New York Central Railroad (1853–1869)

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

The New York Central Railroad was a prominent Class I railroad that operated throughout the Great Lakes and Mid-Atlantic areas, linking vital commercial centers from the New York City area and Boston to Chicago and St. Louis. Its rail system connected important industrial and business cities such as Albany, Buffalo, Cleveland, Cincinnati, Detroit, Rochester, and Syracuse. The company's headquarters were situated in the New York Central Building adjacent to Grand Central Terminal, its principal station.

Established in 1853 by merging several railroads, the New York Central built a strong operational framework emphasizing both freight and passenger transportation over an extensive regional network. In 1968, it combined forces with its competitor, the Pennsylvania Railroad, forming Penn Central with the goal of consolidating market presence amid industry difficulties. Nevertheless, Penn Central filed for bankruptcy in 1970; following federal assistance, it was reorganized as Conrail in 1976. Eventually, Conrail's assets were split in 1999 between CSX and Norfolk Southern Railway—CSX acquiring most of the eastern routes and Norfolk Southern taking control of the western lines.

At its height in 1925, New York Central managed 11,584 miles of mainline and 26,395 miles of track spanning multiple U.S. states as well as parts of Ontario and Quebec. By 1967, these figures had decreased to 9,696 miles of mainline and 18,454 miles of track due to evolving transportation demands and corporate restructuring efforts. Its broad array of subsidiaries included lines such as Boston & Albany, Michigan Central, Cleveland, Cincinnati, Chicago & St. Louis, Cincinnati Northern, and Elgin, Joliet & Eastern.

Albany and Schenectady Railroad

The Mohawk and Hudson Railroad (M&H), chartered in 1826, was the earliest component incorporated into the railroad's eventual merger and marked New York’s first enduring railroad line by connecting Schenectady on the Mohawk River with Albany on the Hudson River. It offered a quicker alternative to navigating Erie Canal locks for both freight and passenger transport. The M&H commenced operations on August 9, 1831, featuring its inaugural steam engine named the DeWitt Clinton. It was renamed the Albany and Schenectady (A&S) in 1847 and initially employed inclined planes to overcome steep grades before locomotive technology advanced enough to enable mainline extensions reaching downtown Schenectady and Albany’s waterfront areas.

Utica and Schenectady Railroad

Chartered in 1833, the Utica and Schenectady Railroad expanded westward from Schenectady along the Mohawk River to Utica by 1836. Although initially prohibited from transporting freight due to competition with canal traffic, it became one of the most lucrative early railroads bordering the Erie Canal. Under the leadership of Erastus Corning, who later became president of New York Central, it secured full freight rights by 1847 but remained obligated to pay tolls related to canal usage.

Syracuse and Utica Railroad

The Syracuse and Utica Railroad, authorized in 1836, extended service through Rome to Syracuse by 1839 and connected onward to Auburn via the Auburn and Syracuse Railroad. Similar to other lines adjacent to canals, it incurred fees for displacing freight traffic. Although a direct route authorized in 1853 was never constructed, this strategic function was later achieved through acquisition of the West Shore Railroad by New York Central in 1885.

Auburn and Syracuse Railroad

The Auburn and Syracuse Railroad received its charter on May 1, 1834, and began operations primarily in 1838, with the final four miles completed by June 4, 1839. Together with the Syracuse and Utica Railroad, it created an uninterrupted rail connection from Albany westward through Syracuse to Auburn. The Auburn and Rochester Railroad, chartered in 1836 and commencing service in 1841, extended the line further west through Geneva and Canandaigua to Rochester. These two companies merged on August 1, 1850, forming 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 consolidated into this entity on August 6, 1850. This new direct route, which paralleled the Erie Canal, began operation on June 1, 1853.

Buffalo and Rochester Railroad

The Tonawanda Railroad was chartered in 1832 to build west of Rochester toward Attica, opening its initial segment in 1837 and completing the line to Attica by 1843. Meanwhile, the Attica and Buffalo Railroad, chartered in 1836, connected Buffalo to Attica by 1842. Initially, there was no direct link at Rochester connecting these lines with the Auburn and Rochester Railroad (which opened in 1841), but a continuous rail route from Buffalo to Albany was soon established. The Tonawanda Railroad constructed the missing connection in 1844. In 1848, the Albany and Schenectady Railroad took over baggage, mail, and emigrant car services between Albany and Buffalo to provide through-route service.

On December 7, 1850, the Tonawanda Railroad merged with the Attica and Buffalo Railroads to form the Buffalo and Rochester Railroad. A new direct track from Buffalo to Batavia was inaugurated in April 1852; simultaneously, the former Depew–Attica line was sold later that year to the Buffalo and New York City Railroad. This section became part of the New York and Erie Railroad system and was converted to Erie’s broad gauge.

Schenectady and Troy Railroad

The Schenectady and Troy Railroad was chartered in 1836 and opened in 1842, establishing an important transportation corridor between Troy on the Hudson River and Schenectady.

Rochester, Lockport, and Niagara Falls Railroad

Originally incorporated as the Lockport and Niagara Falls Railroad in 1834, this line connected Lockport along the Erie Canal westward to Niagara Falls by 1838. Following its sale in June 1850, it reorganized as the Rochester, Lockport and Niagara Falls Railroad in December of that year. An extension reaching eastward to Rochester opened on July 1, 1852. The railroad was absorbed into New York Central in 1853. Today, segments of this route operate 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 that linked with the Buffalo and Niagara Falls Railroad for access into Buffalo. This branch commenced service in 1854.

Mohawk Valley Railroad

The Mohawk Valley Railroad was chartered in 1851 and reorganized a year later in 1852 with plans for a line along the south bank of the Mohawk River between Schenectady and Utica; however, it was absorbed before construction began. Later on, this corridor was utilized by the West Shore Railroad.

Syracuse and Utica Direct Railroad

Established in 1853 with the goal of providing a quicker connection between Syracuse and Utica, this company merged prior to laying any railroad tracks.

Formation of the 1853 Company

The merger of several railroads into the New York Central Railroad was masterminded by Albany industrialist and railroad pioneer Erastus Corning, officially created on May 17, 1853, following legislative authorization. This unification represented a significant strategic expansion, increasing the company's dominance within New York State's railway sector.

The Buffalo and State Line Railroad along with the Erie and North East Railroad transitioned from broad gauge to standard gauge, establishing a direct rail link between Buffalo and Erie, Pennsylvania, thereby strengthening New York Central's regional network.

Era of Erastus Corning: 1853–1867

During Corning’s tenure, New York Central grew extensively through strategic mergers and acquisitions:

The Rochester and Lake Ontario Railroad, founded in 1852 and operational by 1853, was initially leased and subsequently merged by 1855, extending service northward to Charlotte on the shores of Lake Ontario.

The Buffalo and Niagara Falls Railroad, chartered in 1834 and active since 1837, was leased in 1853 and merged in 1855, securing an essential corridor between Buffalo and Niagara Falls.

The Lewiston Railroad, functioning since 1837 and connected southward to Buffalo and Niagara Falls lines by 1854, was leased in 1855.

The Canandaigua and Niagara Falls Railroad, established in 1851 with segments operational between Canandaigua, Batavia, North Tonawanda, and Niagara Falls by 1854, faced bankruptcy before being acquired by New York Central in 1858; it was reorganized as the Niagara Bridge and Canandaigua Railroad prior to its integration into New York Central in 1890.

The Saratoga and Hudson River Railroad, chartered in 1864 and inaugurated in 1866 as a branch line from Athens Junction to Athens along the west bank of the Hudson River, merged into New York Central in 1876 but was abandoned following a terminal fire that same year.

Corning developed extensive repair facilities and classification yards on a sprawling 300-acre site near Albany known as West Albany. This complex housed locomotive repair shops, freight and passenger car workshops, as well as roundhouse terminals—serving as the primary maintenance center for New York Central until steam locomotive operations ceased in 1957. This capital investment was pivotal for enhancing operational efficiency and supporting sustained corporate growth.

Hudson River Railroad

The Troy and Greenbush Railroad, chartered in 1845, linked Troy with Greenbush (present-day Rensselaer). The Hudson River Railroad followed with its charter in 1846, extending this route southward to New York City; it became fully operational by 1851. Prior to completion, it leased the Troy and Greenbush Railroad.

In 1864, Cornelius Vanderbilt took control of the Hudson River Railroad after acquiring the competing New York and Harlem Railroad.

Constructed in Manhattan during 1934, the West Side Line served as an elevated bypass circumventing street-level tracks but has since been partially abandoned. Portions of its southern segment were later reopened as the High Line, a linear park developed between 2009 and 2014.

Vanderbilt era: 1867–1954

In 1867, Cornelius Vanderbilt took control of the New York Central Railroad stretching from Albany to Buffalo. Two years later, in 1869, he combined it with his Hudson River Railroad, creating the New York Central and Hudson River Railroad. This merger extended the network southward along the Hudson River’s eastern shore, reaching New York City and incorporating the leased Troy and Greenbush Railroad.

Vanderbilt’s railway system encompassed several important lines, including the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway, and Michigan Central Railroad.

Opened in 1871 and leased by New York Central, the Spuyten Duyvil and Port Morris Railroad served as a vital link connecting trains along the Hudson River to Grand Central Depot or the Port Morris freight yards. Additionally, the Geneva and Lyons Railroad, inaugurated in 1878 to connect Syracuse and Rochester, was absorbed into NYC by 1890.

In 1885, NYC purchased its rival, the New York, West Shore and Buffalo Railway, renaming it the West Shore Railroad. This acquisition enhanced passenger services, freight operations, and car float facilities at Weehawken Terminal. The company also gained control over the Pittsburgh and Lake Erie Railroad in 1887 and the Boston and Albany Railroad in 1900; both operated as subsidiaries. Leadership saw William H. Newman assume presidency in 1901 until his departure in 1909.

By 1914, eleven subsidiaries consolidated with the New York Central & Hudson River Railroad to reestablish the New York Central Railroad. It was publicly referred to as New York Central Lines until adopting the name New York Central System in 1935. To ensure a steady coal supply for its steam engines, NYC managed Clearfield Bituminous Coal Corporation as an internal mining subsidiary.

The Cleveland, Cincinnati, Chicago and St. Louis Railway—known as the "Big Four"—originated from multiple mergers completed in 1889. Acquired by NYC by 1906, it remained operationally independent until 1930 when it was leased for ninety-nine years alongside Michigan Central.

To meet growing maintenance requirements, repair facilities expanded beyond West Albany with new shops established at Depew (1892), Croton-on-Hudson (Harmon Shops, 1907), and Oak Grove, Pennsylvania (Avis Shops, 1902). The Harmon Shops played a crucial role during the transition from steam to electric locomotives near New York City.

Topography

The predominantly flat terrain of NYC’s network stood in stark contrast to the rugged mountains traversed by its competitor, the Pennsylvania Railroad. Major corridors such as the New York-to-Chicago route followed river valleys with gentle grades, except for notable inclines like West Albany Hill and the Berkshire Hills on the Boston and Albany line. This geography shaped the company’s strategic approach—from marketing initiatives to locomotive engineering—focusing on its signature Water Level Route between New York and Chicago.

Bypasses

To alleviate congestion in critical zones, several bypasses and cutoffs were constructed. The Junction Railroad’s Buffalo Belt Line (1871) functioned as a northeastern bypass around Buffalo while also providing a passenger loop through downtown. The acquisition of West Shore Railroad in 1885 facilitated a bypass around Rochester. The Gardenville Cutoff (1898), built by Terminal Railway, enabled through traffic to circumvent southeastern Buffalo.

The Schenectady Detour (1902) connected with West Shore Railroad allowing trains to bypass downtown Schenectady. Cleveland was similarly bypassed by the Cleveland Short Line Railway in 1912. In 1924, construction of 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 bypass designed to avoid congestion near West Albany.

During the 1910s, changes to the Erie Canal prompted NYC to realign its main line at Rome. This adjustment created a new bypass that linked with the former Rome, Watertown and Ogdensburg Railroad route to divert through traffic efficiently.

Trains

The steam locomotives of the New York Central were primarily designed for high-speed travel over level terrain rather than rugged mountainous areas. Among the distinguished models were the 4-6-4 Hudsons (J-3a, 1937–38), the World War II period 4-8-2 Mohawks (L-3 and L-4 classes), and the swift 4-8-4 S-class Niagaras (1945–46), which set standards within the industry.

Throughout much of the 20th century, NYC was renowned for operating legendary trains such as the 20th Century Limited, inaugurated in 1902 to run between Grand Central Terminal and Chicago's LaSalle Street Station. Celebrated for its upscale service, this train made its final journey in December 1967.

In the mid-1930s, NYC unveiled its first streamlined steam engine, the Commodore Vanderbilt, joining the wave of diesel-electric streamliners introduced by other railroads. Additionally, in 1936, NYC hosted the steam-powered Rexall Train, which toured 47 states to promote Rexall drug stores and corporate events.

Following streamlining improvements in June 1938, the 20th Century Limited completed its 960.7-mile journey in 16 hours, briefly reducing travel time to 15½ hours after World War II. Other notable services included the Empire State Express connecting New York City with Buffalo and Cleveland, as well as the Ohio State Limited running between New York City and Cincinnati.

From 1946 into the mid-1950s, NYC trains such as the Century coordinated sleeper car exchanges in Chicago with western railroads like the Super Chief and City of San Francisco, providing seamless sleeping car service from New York City to Los Angeles or San Francisco.

Despite possessing advanced steam locomotives, financial constraints hastened NYC's shift to diesel-electric power. The Boston and Albany line was fully dieselized by 1951; all routes east of Cleveland followed suit between August and September 1953. The Niagaras were withdrawn by July 1956, with steam locomotive No. 1977 marking NYC's final steam-powered service retirement in May 1957. Nonetheless, economic difficulties facing northeastern railroads limited the benefits derived from these transitions.

Key New York Central trains included:

New York to Chicago

20th Century Limited: Express service between New York and Chicago via the Water Level Route with limited stops, operated from 1902 to 1967
Commodore Vanderbilt: Service between New York and Chicago with more frequent 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 from 1896–1956 and revived by Amtrak in 1971
Chicagoan: Route between New York and Chicago
Pacemaker: All-coach train running New York–Chicago via Cleveland
Wolverine: Service linking New York to Chicago through southern Ontario and Detroit

The Mercuries

Chicago Mercury: Chicago to Detroit route
Cincinnati Mercury: Connecting Cleveland with Cincinnati
Cleveland Mercury: Detroit to Cleveland service
Detroit Mercury: Route between Cleveland and Detroit

New York to St. Louis

Knickerbocker: Train operating between New York and St. Louis
Southwestern Limited: Service from New York to St. Louis from 1889 until 1966

Additional notable trains

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

Operations were based out of major terminals including 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, as well as LaSalle Street and Central Stations in Chicago.

The railroad also managed commuter lines within New York and Massachusetts regions. Westchester County was served by Hudson, Harlem, and Putnam lines terminating at Grand Central Terminal. The West Shore Line linked Weehawken, NJ, with Kingston, NY, providing service through parts of New Jersey and Rockland County.

Decline

Following World War II, the New York Central encountered substantial obstacles that negatively affected its financial health. The Interstate Commerce Commission’s stringent regulations restricted pricing adjustments at a time when competition intensified from automobiles, trucks, and the rise of commercial airlines during the 1950s, which significantly diminished long-distance passenger revenues. The enactment of the 1956 Interstate Highway Act further accelerated the shift of both freight and passenger traffic away from railroads by expanding federally funded highways.

The inauguration of the Saint Lawrence Seaway in 1959 altered NYC’s freight operations by allowing direct container shipments to ports on the Great Lakes, thereby reducing rail transport between the Eastern U.S. and the Midwest.

Moreover, New York Central faced a considerable financial strain due to property taxes imposed on its rail infrastructure—a burden not shared by highways—as well as a wartime 15% tax on passenger fares that remained in effect until 1962. These factors compounded profitability challenges amid an industry-wide downturn.

Robert R. Young: 1954–1958

In June 1954, control of the New York Central System shifted following a proxy battle won by Robert Ralph Young and the Alleghany Corporation, which held significant railroad holdings including Chesapeake and Ohio Railway and Nickel Plate Road. Young, known for his entrepreneurial vision in railroading, discovered the company’s condition was more dire than anticipated. Financial difficulties led him to halt dividend payments in January 1958. Tragically, he took his own life later that month at his residence in Palm Beach.

Alfred E. Perlman: 1958–1968

After Young’s passing, Alfred E. Perlman took over leadership of New York Central. Despite facing critical financial hurdles, Perlman implemented operational efficiencies that cut operating losses by $7.7 million in 1959 and boosted stock prices enough to resume dividend distributions for the first time since World War II. By 1964, he had reduced long-term debt by nearly $100 million and lowered passenger service deficits from $42 million to $24.6 million.

Perlman spearheaded efforts to modernize infrastructure, introducing Centralized Traffic Control (CTC) systems which enabled downsizing four-track mainlines to two tracks and upgrading key classification yards such as the $20 million investment at Selkirk Yard. He also explored innovative technologies like jet-powered railcars aimed at competing with cars and airlines; however, this concept remained experimental.

Cost reduction initiatives under Perlman resulted in service cutbacks, especially on suburban commuter lines around New York City. The Putnam Division was discontinued, ferry services across the Hudson River were ended, and long-distance operations on the West Shore Line were reduced due to falling ridership and regulatory requirements mandating continued commuter service.

Numerous long-distance passenger routes were either downgraded or eliminated; for instance, service beyond Buffalo along the Empire Corridor ceased in 1961. The famed Twentieth Century Limited was retired in December 1967. Many branch lines in upstate New York were abandoned, and several prominent train stations faced demolition or closure. Although these actions improved financial metrics, it became evident that more fundamental reforms were essential for sustainable growth and competitive positioning in the transportation market.

Consolidation with the Pennsylvania Railroad

Railroads in the Northeastern United States encountered an oversaturated market accompanied by diminishing traffic volumes. The New York Central (NYC) primarily contended with the Pennsylvania Railroad (PRR) and Baltimore and Ohio Railroad (B&O), as well as several mid-sized carriers such as Delaware, Lackawanna and Western (DLW), Erie Railroad, Reading Company, Central Railroad of New Jersey, and Lehigh Valley Railroad.

To improve efficiency and minimize rivalry, mergers became a strategic necessity. In 1958, DL&W and Erie combined operations, culminating in the Erie Lackawanna Railroad by 1960. Additional mergers resulted in the creation of the Norfolk and Western Railway (N&W) and the Chessie System, which incorporated B&O, Western Maryland Railway, and Chesapeake and Ohio Railway. These consolidations benefited from operational streamlining and reductions in passenger services.

Following this pattern, NYC explored merger opportunities beginning in the mid-1950s, initially focusing on 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 to merger feasibility.

Ultimately, the only financially capable partner was NYC’s primary competitor, PRR, which also operated substantial passenger services. Discussions regarding a merger commenced around 1955 but faced over a decade of delays due to ICC regulatory hurdles, union opposition, concerns from competing railroads, and internal conflicts.

Central points of contention involved control dynamics: although NYC held a stronger financial footing owing to Perlman’s cost reduction measures, the ICC—under influence from PRR President Stuart T. Saunders—preferred PRR to absorb NYC. Another major obstacle was the ICC’s requirement to include the insolvent New York, New Haven and Hartford Railroad (New Haven) in the 1970 merger despite strong financial resistance from both railroads. These disputes played a significant role in undermining the success of the Penn Central merger.

On January 26, 1968, NYC released its final passenger timetable featuring a significantly curtailed schedule in preparation for the merger. Most local and long-distance passenger routes ceased operations on December 3, 1967, including the famous 20th Century Limited.

Penn Central: 1968–1976

On February 1, 1968, New York Central merged with the bankrupt Pennsylvania Railroad to establish Penn Central Transportation Company (PC), with Perlman from NYC serving as president. The company rapidly accumulated debt when the ICC mandated incorporation of the unprofitable New Haven system into Penn Central in 1970. A disagreement between Perlman and CEO Stuart T. Saunders over a $25 million freight car refurbishment expenditure resulted in Perlman’s resignation.

The merger ultimately failed due to incompatible corporate cultures, labor union conflicts, and system integration problems. To maintain an appearance of profitability, the board resorted to utilizing reserve funds for dividend payments. Despite these efforts, Penn Central filed for bankruptcy on June 1, 1970—the largest private bankruptcy case in U.S. history at that time. The financial turmoil of Penn Central further destabilized other Northeastern railroads, driving many into insolvency.

Penn Central marked the final significant attempt at privately financed passenger rail service in the United States. Following its collapse, President Nixon enacted the Rail Passenger Service Act of 1970 which established Amtrak—a federally subsidized corporation that assumed responsibility for most intercity passenger trains on May 1, 1971. Amtrak subsequently acquired control of the Northeast Corridor from Penn Central and New Haven systems. Although Penn Central continued operating commuter services during bankruptcy proceedings, Conrail formally absorbed it along with other bankrupt railroads by 1976.

Conrail and CSX: 1976–present

The U.S. government formed Conrail (Consolidated Rail Corporation) to rescue Penn Central along with other insolvent freight railroads, commencing operations on April 1, 1976. It took over commuter rail services in regions including the Lower Hudson Valley, Connecticut, and Boston. By 1983, these commuter operations were transferred to state-supported entities such as Metro-North Railroad and the Massachusetts Bay Transportation Authority.

Conrail achieved profitability again during the 1990s and attracted acquisition interest from leading rail companies. Ultimately, in 1999, its assets were divided between CSX and Norfolk Southern. In the process of optimizing its network, Conrail discontinued many former NYC and PRR lines; nonetheless, major corridors like the Water Level Route (connecting New York and Chicago), Boston & Albany line, Kankakee Belt Route, and West Shore Line continue to operate under Norfolk Southern, CSX, Amtrak, and various short line railroads.

On June 6, 1998, Conrail’s holdings were partitioned: New York Central Lines LLC was established as a Conrail subsidiary managing routes operated by CSX, including the Water Level Route extending to Cleveland and the Big Four route reaching St. Louis. This subsidiary adopted the NYC reporting mark before being fully integrated into CSX amid Conrail’s operational consolidation.

Heritage Units

Three heritage locomotives pay tribute to the railroad’s iconic lightning stripe paint scheme:

Norfolk Southern 1066, adorned for the company’s 30th anniversary in 2012.
Metro-North 211, featuring a commemorative wrap celebrating its 40th anniversary in 2023.
CSX 1853 (previously numbered 3067), refreshed with a new paint scheme 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 (1938 documentary)