Rochester, Lockport and Niagara Falls Railroad

New York Central Railroad
Industry	Railroad
Predecessor	Several railroads including Mohawk and Hudson Railroad, Albany and Schenectady Railroad, Utica and Schenectady Railroad, Syracuse and Utica Railroad, Auburn and Syracuse Railroad, Buffalo and Rochester Railroad, Schenectady and Troy Railroad, Rochester, Lockport, and Niagara Falls Railroad, Buffalo and Lockport Railroad, Mohawk Valley Railroad, Syracuse and Utica Direct Railroad
Founded	May 17, 1853; 173 years ago
Founder	Erastus Corning
Fate	Merged with Pennsylvania Railroad to form Penn Central in 1968; assets later incorporated into Conrail in 1976
Successor	Penn Central Transportation Company
Headquarters	New York City, United States
Area served	Great Lakes and Mid-Atlantic regions of the United States; parts of Ontario and Quebec in Canada
Key people	Erastus Corning (founder)
Products	Passenger and freight rail transport

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

The New York Central Railroad was a prominent American rail system primarily serving the Great Lakes and Mid-Atlantic areas. Its network linked the New York City region and Boston with Chicago and St. Louis, connecting vital industrial and commercial centers such as Albany, Buffalo, Cleveland, Cincinnati, Detroit, Rochester, and Syracuse. The company’s headquarters were located in the New York Central Building next to Grand Central Terminal, its principal station.

Established in 1853 through the amalgamation of several railroads, the New York Central emerged as a leading force in the U.S. rail sector. In 1968, it combined with its competitor, the Pennsylvania Railroad, to create Penn Central, which declared bankruptcy by 1970. Following government intervention, Penn Central’s holdings were incorporated into Conrail in 1976. Later, in 1999, Conrail’s assets were split between CSX and Norfolk Southern—with CSX acquiring most of the eastern routes and Norfolk Southern taking control of the western lines.

At its height in 1925, New York Central operated roughly 11,584 miles of mainline track and 26,395 miles of total track spanning several states including New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Massachusetts, West Virginia, along with sections in Ontario and Quebec. By 1967, these numbers had decreased to 9,696 miles of mainline and 18,454 miles of total track. This extensive infrastructure supported substantial passenger and freight operations that underpinned the company’s market strength and industry leadership.

Albany and Schenectady Railroad

The Mohawk and Hudson Railroad (M&H), chartered in 1826, was the earliest component that eventually merged into the railroad and was New York State’s first enduring railroad line. It linked the Mohawk River at Schenectady, New York to the Hudson River at Albany, providing a quicker alternative to navigating Erie Canal locks. Beginning operations on August 9, 1831 with the steam locomotive Dewitt Clinton, it rebranded as the Albany and Schenectady (A&S) in 1847. Initially reliant on inclined planes for steep grades, improvements in locomotive technology eventually extended its main route to key waterfront areas in both Schenectady and Albany.

Utica and Schenectady Railroad

The Utica and Schenectady Railroad, chartered in 1833, ran alongside the Erie Canal but was originally prohibited from transporting freight. It commenced revenue operations in 1836 by extending westward from Schenectady to Utica. Under Erastus Corning’s leadership—who would later serve as president of the consolidated New York Central—the U&S became the most lucrative railroad bordering the canal. Although freight restrictions were lifted by 1847, it continued paying tolls comparable to canal taxes to the state.

Syracuse and Utica Railroad

Chartered in 1836, the Syracuse and Utica Railroad reached Syracuse via Rome by 1839 and also connected to Auburn through the Auburn and Syracuse Railroad. Like earlier lines, it paid fees for displacing freight from canal traffic. Due to its indirect routing, a charter was granted in 1853 for the unbuilt Syracuse and Utica Direct Railroad; this objective was ultimately realized by the West Shore Railroad after its acquisition by New York Central in 1885.

Auburn and Syracuse Railroad

The Auburn and Syracuse Railroad was chartered on May 1, 1834, with most of its track completed in 1838 and the entire line finished by June 4, 1839. Shortly after, the Syracuse and Utica Railroad began operations, establishing a continuous rail connection from Albany westward through Syracuse to Auburn. The Auburn and Rochester Railroad, chartered on May 13, 1836, extended this route through Geneva and Canandaigua to Rochester, opening on November 4, 1841. These two lines merged on August 1, 1850, creating the Rochester and Syracuse Railroad, which later became known as the Auburn Road. To enhance route directness, the Rochester and Syracuse Direct Railway was chartered and immediately integrated into the Rochester and Syracuse Railroad on August 6, 1850. This more direct alignment, running alongside the Erie Canal, commenced operations on June 1, 1853.

Buffalo and Rochester Railroad

The Tonawanda Railroad was chartered on April 24, 1832, constructing a route from Rochester to Attica with segments opening between 1837 and 1843. The Attica and Buffalo Railroad, established in 1836, began service on November 24, 1842, linking Buffalo to Attica. When the Auburn and Rochester Railroad opened in 1841, no direct connection existed between it and the Tonawanda Railroad at Rochester until an authorization in March 1844 allowed completion later that year. In February 1848, the Albany and Schenectady Railroad took over baggage, mail, and emigrant cars for through service from Albany to Buffalo railroads.

On December 7, 1850, the Tonawanda Railroad merged with the Attica and Buffalo Railroads to form the Buffalo and Rochester Railroad. A new direct line from Buffalo eastward to Batavia opened on April 26, 1852; meanwhile, the former Depew–Attica segment was sold on November 1 to the Buffalo and New York City Railroad (which later became part of the New York and Erie Railroad) and converted to broad gauge.

Schenectady and Troy Railroad

Chartered in 1836 and commencing operations in 1842, the Schenectady and Troy Railroad offered an alternate route between Schenectady and Troy along the Hudson River.

Rochester, Lockport, and Niagara Falls Railroad

Initially incorporated as the Lockport and Niagara Falls Railroad on April 24, 1834, this line opened in 1838 running west from Lockport to Niagara Falls. It was sold in June 1850 and reorganized as the Rochester, Lockport and Niagara Falls Railroad by December of that year. By July 1, 1852, it had extended eastward to Rochester. This railroad was consolidated into the New York Central system under legislation passed in 1853. Some sections remain active today as part of the Falls Road Railroad.

Buffalo and Lockport Railroad

Chartered in 1852, the Buffalo and Lockport Railroad constructed a branch line from Lockport to Tonawanda by 1854. This connected with the Buffalo and Niagara Falls Railroad (which had opened in 1837) providing a route onward to Buffalo.

Mohawk Valley Railroad

The Mohawk Valley Railroad was chartered in 1851 and reorganized in 1852 with plans for a line running from Schenectady to Utica along the Mohawk River’s southern bank; however, it was absorbed prior to construction. The West Shore Railroad later utilized this corridor.

Syracuse and Utica Direct Railroad

Established in 1853 to rival the Syracuse and Utica Railroad by providing a quicker route, this company merged before constructing any railway lines.

Formation of the 1853 Company

Railroad magnate and Albany industrialist Erastus Corning masterminded the consolidation of these railroads into a single system. On March 17, 1853, company leaders consented to merge; following state legislative approval on April 2, the New York Central Railroad was officially created on May 17, 1853.

The Buffalo and State Line Railroad along with the Erie and North East Railroad transitioned from broad gauge to standard gauge, establishing a direct connection between Buffalo and Erie, Pennsylvania, thereby broadening New York Central's operational territory.

Era of Erastus Corning: 1853–1867

By 1855, New York Central had absorbed several important subsidiaries: the Rochester and Lake Ontario Railroad, which linked Rochester to Charlotte on Lake Ontario; the Buffalo and Niagara Falls Railroad (chartered in 1834), connecting Buffalo with Niagara Falls; and the Lewiston Railroad, stretching northward from Niagara Falls to Lewiston.

The Canandaigua and Niagara Falls Railroad, chartered in 1851, had opened sections between Canandaigua, Batavia, North Tonawanda, and Niagara Falls by 1854. After facing bankruptcy, it was acquired by New York Central in 1858, reorganized as the Niagara Bridge and Canandaigua Railroad, and eventually merged into the system in 1890.

The Saratoga and Hudson River Railroad, inaugurated in 1866 as a branch line from Athens Junction near Schenectady to Athens on the west bank of the Hudson River, was incorporated into New York Central in 1876 but was abandoned following a fire that destroyed its terminal that same year.

Corning established major repair facilities on a 300-acre tract known as West Albany. These facilities included shops for locomotives, freight and passenger car maintenance buildings, classification yards, livestock pens, and roundhouses—serving as New York Central’s principal maintenance center until steam locomotive operations ceased in 1957.

Hudson River Railroad

The Troy and Greenbush Railroad, chartered in 1845, connected Troy with Greenbush (present-day Rensselaer) on the east side of the Hudson River. The Hudson River Railroad, chartered a year later in 1846, extended this route southward to New York City and fully opened in 1851 after leasing the Troy and Greenbush line that same year.

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

Constructed in 1934 as an elevated bypass to replace outdated street-level trackage in Manhattan, the West Side Line has mostly fallen into disuse; however, its southern portion was reopened as the High Line, a linear park developed between 2009 and 2014. The tunnel north of 35th Street continues to be utilized by Amtrak trains traveling to New York Penn Station, while other services use alternative routes.

Vanderbilt Era: 1867–1954

In 1867, Cornelius Vanderbilt secured control over the Albany-to-Buffalo New York Central Railroad and merged it with his Hudson River Railroad in 1869 to create the New York Central and Hudson River Railroad. This merger extended the network southward from Albany along the Hudson River all the way to New York City, incorporating the leased Troy and Greenbush Railroad.

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 operated under his railroad conglomerate.

The Spuyten Duyvil and Port Morris Railroad (chartered in 1869 and opened in 1871) provided an essential link for Hudson River trains heading toward Grand Central Depot or Port Morris freight yards. From its inception, it was leased by New York Central.

Organized in 1877 and opened in 1878, the Geneva and Lyons Railroad connected Syracuse with Rochester through Lyons; it was absorbed into New York Central by 1890.

In 1885, New York Central acquired its competitor—the New York, West Shore and Buffalo Railway—renaming it West Shore Railroad with enhanced passenger services, freight operations, and car float activities at Weehawken Terminal. Control over Pittsburgh and Lake Erie Railroad (1887) and Boston and Albany Railroad (1900) followed; both remained subsidiaries. William H. Newman served as president from 1901 until his resignation in 1909.

By 1914, eleven subsidiaries were consolidated under the New York Central & Hudson River Railroad name, reinstating the New York Central brand. The system was initially marketed as New York Central Lines before adopting the name New York Central System by 1935 until merging with Pennsylvania Railroad in 1968. To ensure a steady coal supply for steam engines, NYC operated Clearfield Bituminous Coal Corporation as its captive mining enterprise in Pennsylvania.

The Cleveland, Cincinnati, Chicago and St. Louis Railway ("Big Four") was formed through mergers beginning in 1889 and acquired by NYC by 1906. It operated independently until being leased for ninety-nine years alongside Michigan Central starting in 1930.

To meet repair needs exceeding West Albany’s capacity, NYC expanded maintenance facilities at Depew (1892), Croton-on-Hudson (Harmon Shops opened in 1907), and Oak Grove, Pennsylvania (Avis Shops established in 1902). The Harmon Shops played a critical role during the shift from steam to electric locomotives near New York City.

Topography

The New York Central system was characterized by predominantly flat terrain, a stark contrast to the rugged landscape of its competitor, the Pennsylvania Railroad. Key corridors, such as the route from New York to Chicago, largely followed river valleys with gentle grades, except for notable inclines 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 promotional efforts to locomotive engineering, particularly emphasizing its signature New York-Chicago Water Level Route.

Bypasses

To reduce traffic bottlenecks, the railroad developed multiple bypasses and cutoffs. The Buffalo Belt Line, part of the Junction Railroad completed in 1871, created a northeast bypass around Buffalo and formed a passenger train loop. The West Shore Railroad, incorporated in 1885, served as a bypass around Rochester. Additionally, the Gardenville Cutoff by the Terminal Railway (1898) enabled through trains to avoid southeastern Buffalo.

In 1902, the Schenectady Detour linked with the West Shore Railroad to circumvent downtown Schenectady. The Cleveland Short Line Railway (1912) established a bypass around Cleveland. The Alfred H. Smith Memorial Bridge, constructed in 1924 as a component of the Hudson River Connecting Railroad’s Castleton Cut-Off, provided a 27.5-mile freight diversion circumventing congested West Albany.

During the 1910s, alterations to the Erie Canal prompted NYC to reroute its main line near Rome, building a new alignment that bypassed the city center while preserving access to its Rome, Watertown and Ogdensburg Railroad subsidiary.

Trains

NYC’s steam locomotives were specifically designed for high-speed performance on flat terrain rather than steep mountain grades. Among its notable engines were the renowned 4-6-4 Hudsons (J-3a class), World War II-era 4-8-2 Mohawks (L-3 and L-4 classes), and the elite S-class Niagaras (4-8-4), produced in 1945–46 and highly regarded by rail enthusiasts.

Throughout much of the 20th century, NYC operated some of America’s most distinguished passenger trains. The 20th Century Limited, inaugurated in 1902 between Grand Central Terminal and Chicago’s LaSalle Street Station, became synonymous with luxury travel until its final journey in December 1967.

In response to the streamlining trend of the mid-1930s, NYC introduced its first streamlined steam locomotive—the Commodore Vanderbilt—which enhanced its competitive standing.

The railroad also featured the 1936 steam-powered Rexall Train, which toured 47 states promoting Rexall drug stores while functioning as a mobile convention platform.

Following streamlining advancements in 1938, the Century completed its 960.7-mile Water Level Route journey in 16 hours, briefly reducing that time to 15½ hours after World War II. Other prominent trains included the Empire State Express (New York City to Buffalo and Cleveland) and the Ohio State Limited (New York City to Cincinnati).

From 1946 through 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 between New York City and California.

Despite possessing advanced steam locomotives, financial strains accelerated diesel adoption. The Boston and Albany line completed dieselization by 1951; east of Cleveland followed by September 1953; Niagaras were retired by July 1956; and steam operations ceased on May 3, 1957 with locomotive No. 1977. Nonetheless, ongoing economic difficulties in northeastern railroading constrained financial recovery despite these modernization efforts.

Key New York Central train services:

New York to Chicago

20th Century Limited: Operated from 1902 to 1967, this service ran between New York and Chicago along the Water Level Route
Commodore Vanderbilt: Provided New York to Chicago service with additional stops, also following the Water Level Route
Lake Shore Limited: Connecting New York and Chicago through Cleveland, with branch routes extending to Boston and St. Louis; active from 1896 to 1956 and resumed in 1971 by Amtrak combining it with New England States
Chicagoan: A direct New York to Chicago route
Pacemaker: A coach-only train traveling between New York and Chicago via Cleveland
Wolverine: Linking New York and Chicago through southern Ontario and Detroit

The Mercuries

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

New York to St. Louis

Knickerbocker: Providing direct service from New York to St. Louis
Southwestern Limited: Operated between New York and St. Louis from 1889 until 1966

Other trains

Empire State Express: Running from New York to Buffalo and Cleveland along the Empire Corridor since 1891, currently operating as far as Niagara Falls under the Empire Service name
Cleveland Limited: Serving the route between New York and Cleveland
Detroiter: Connecting New York and Detroit
Great Lakes Aerotrain: An experimental lightweight train operating in 1956 between Chicago, Detroit, and Cleveland
James Whitcomb Riley: Service linking Chicago and Cincinnati
Michigan: Operating between Chicago and Detroit
Motor City Special: Another train connecting Chicago with Detroit
New England States: Running Boston to Chicago via the Water Level Route from 1938 to 1971; retained by Penn Central before Amtrak merged it with the Lake Shore Limited
North Star: Connecting New York with Cleveland, including branches to Toronto and Lake Placid
Ohio State Limited: Running from New York to Cincinnati via the Empire Corridor
Ohio Xplorer: An experimental lightweight train operating between Cleveland and Cincinnati during 1956–1957
Twilight Limited: Serving the Chicago to Detroit corridor

Major terminals included Grand Central Terminal in New York City, 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 Station and Central Station in Chicago.

The railroad also managed suburban commuter services in both New York and Massachusetts. Westchester County was served by the Hudson, Harlem, and Putnam lines terminating at Grand Central Terminal. The West Shore Line connected areas of New Jersey and Rockland County along the Hudson River’s west bank.

Decline

Following World War II, the New York Central experienced deteriorating financial results due to stringent Interstate Commerce Commission regulations that capped rates, alongside growing rivalry from automobiles, trucking industries, and emerging airlines during the 1950s. The enactment of the Interstate Highway Act in 1956 led to expanded federally funded highways, which significantly diminished rail’s share of freight and passenger transport. The opening of the Saint Lawrence Seaway in 1959 further reduced rail freight volumes by facilitating direct shipping across the Great Lakes.

Moreover, NYC faced heavy property tax obligations on its rail assets—taxes not imposed on competing highways. A persistent federal tax of 15% on passenger fares, originating from World War II measures and lasting until 1962, also strained income streams. These factors collectively undermined the company’s operational viability amid evolving transportation trends.

Robert R. Young: 1954–1958

In June 1954, Robert Ralph Young, alongside the Alleghany Corporation, succeeded in a proxy contest to assume control of the New York Central System. Alleghany, a diversified holding company with interests in real estate and railroads established by the Van Sweringen brothers, managed critical railroads such as the Chesapeake and Ohio Railway and the Nickel Plate Road. During the Great Depression, Young, together with financier Allan Price Kirby, gained control over Alleghany.

Although recognized as an innovative railroad executive, Young uncovered that New York Central’s financial health was far more precarious than anticipated. Unable to meet his financial obligations, he halted dividend distributions in January 1958 and tragically took his own life later that month at his residence in Palm Beach.

Alfred E. Perlman: 1958–1968

Following Young’s passing, Alfred E. Perlman—who had been engaged with New York Central's management since 1954—assumed leadership. Despite the railroad’s severe fiscal challenges, Perlman introduced cost-reduction strategies that lowered operating losses by $7.7 million in 1959, which boosted stock prices and reinstated dividends to levels seen before World War II. By 1964, he had decreased long-term liabilities by nearly $100 million and substantially cut passenger service deficits.

Perlman led modernization efforts such as implementing Centralized Traffic Control (CTC), which allowed reduction of mainline tracks from four to two. He enhanced classification yards with a notable $20 million investment to upgrade Selkirk Yard near Albany in 1966. Additionally, Perlman tested jet-powered railcars—the M-497 Black Beetle—although this remained an experimental project.

To reduce expenses, services were curtailed, especially on commuter lines around New York City. The Putnam Division was discontinued, ferry operations across the Hudson River were terminated, and long-distance service on the West Shore Line was scaled back due to profitability declines and regulatory requirements mandating continued commuter service.

Passenger train operations were downgraded or eliminated in key regions including Michigan, Illinois, Indiana, Ohio, and along New York’s Empire Corridor. The iconic Twentieth Century Limited ceased running on December 3, 1967. Branch lines were progressively abandoned, culminating with the Adirondack Division’s closure in 1965. Several major terminals in Rochester, Schenectady, and Albany were either demolished or closed. While these actions enhanced financial results, it became evident that more extensive restructuring was essential for sustainable success.

Merger with the Pennsylvania Railroad

Railroads in the Northeast—including New York Central—operated within a saturated market amid falling rail volumes. NYC primarily competed against the Pennsylvania Railroad (PRR) and Baltimore and Ohio Railroad (B&O), along with regional carriers such as Delaware, Lackawanna and Western Railroad (DLW), Erie Railroad, among others.

Consolidations emerged as strategic solutions to optimize operations and diminish competition. Notable mergers included DL&W and Erie combining into Erie Lackawanna Railroad in 1960; Virginian Railway, Wabash Railroad, and Nickel Plate Road merging into Norfolk and Western Railway (N&W); and B&O joining with Western Maryland Railway and Chesapeake and Ohio Railway to form the Chessie System—achieving operational efficiencies and reduced passenger services.

From the mid-1950s onward, NYC sought merger partners like B&O, Milwaukee Road, and Nickel Plate Road. However, NYC’s extensive regional and commuter passenger obligations—mandated by the Interstate Commerce Commission (ICC)—posed significant challenges. The only financially capable candidate was NYC’s main competitor PRR, which also maintained a substantial passenger operation.

Negotiations began in 1955 but were stalled for over a decade due to ICC interventions, union resistance, rival railroad opposition, and complex merger logistics. A central contention involved control stakes: despite NYC’s stronger financial footing under CEO Alfred E. Perlman’s cost-cutting initiatives, the ICC favored PRR absorbing NYC at PRR President Stuart T. Saunders’ insistence. Furthermore, the ICC compelled inclusion of the bankrupt New York, New Haven and Hartford Railroad (New Haven) into the merger in 1970—a decision opposed by both companies given its financial liabilities.

These disputes contributed to difficulties that ultimately undermined the merged organization’s success. On January 26, 1968, NYC released its final passenger timetable featuring a significantly reduced schedule ahead of consolidation. Most passenger routes had already been discontinued by December 3, 1967—including the flagship 20th Century Limited.

Penn Central: 1968–1976

On February 1, 1968, the New York Central merged with the financially troubled Pennsylvania Railroad, resulting in the creation of Penn Central Transportation Company (PC), with NYC’s Perlman appointed as president. In 1970, the Interstate Commerce Commission mandated the incorporation of the struggling New Haven Railroad into Penn Central, which significantly increased its debt burden. Perlman stepped down following a disagreement with CEO Stuart T. Saunders regarding financing for freight car upgrades.

The merger ultimately faltered due to clashing corporate cultures, labor union conflicts, and incompatible operational systems. To project financial health, the board utilized reserve funds to pay dividends. On June 1, 1970, Penn Central filed for bankruptcy, marking the largest private bankruptcy case in U.S. history at that time. The bankruptcy halted debts owed to other railroads while leaving debts owed to Penn Central outstanding, causing financial distress among Northeastern railroads such as Erie Lackawanna and Boston and Maine.

The downfall of Penn Central effectively ended privately financed passenger rail service in the United States. In response, President Nixon enacted the Rail Passenger Service Act of 1970, establishing Amtrak—a federally subsidized entity that assumed control of most intercity passenger trains on May 1, 1971. Amtrak later acquired the Northeast Corridor from Penn Central’s former lines. Meanwhile, Penn Central’s commuter rail operations continued under bankruptcy protection until Conrail formally assumed control in 1976, consolidating other bankrupt railroads as well.

Conrail and CSX: 1976–present

Created by the federal government on April 1, 1976, Conrail (Consolidated Rail Corporation) was tasked with salvaging freight operations from Penn Central and other bankrupt railroads. It also operated Penn Central’s commuter services in the Lower Hudson Valley, Connecticut, and Boston regions until these were transferred to state agencies—the Metro-North Railroad and Massachusetts Bay Transportation Authority—in 1983. By the 1990s, Conrail had returned to profitability and became an attractive acquisition target for major rail companies.

To enhance efficiency, Conrail discontinued many former NYC and PRR lines but preserved vital corridors such as the Water Level Route (connecting New York to Chicago), Boston & Albany line, Kankakee Belt Route, and West Shore Line—routes still active under Norfolk Southern, CSX, Amtrak, and various short lines. The Selkirk Yard near Albany remains one of the nation’s busiest freight yards.

On June 6, 1998, Conrail was split between Norfolk Southern and CSX. A subsidiary named New York Central Lines LLC was created under Conrail for lines operated by CSX—including the Water Level Route up to Cleveland and the Big Four route between Cleveland and St. Louis—retaining NYC’s reporting mark. CSX later fully integrated this subsidiary to simplify its operations.

Heritage Units

Three heritage locomotives commemorate the railroad with its traditional lightning stripe paint scheme:

Norfolk Southern 1066, adorned for Norfolk Southern’s 30th anniversary in 2012.
Metro-North 211, wrapped in celebration of Metro-North’s 40th anniversary in 2023.
CSX Transportation 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

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, 1999

External links

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