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Utica and Schenectady Railroad

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New York Central Railroad
Company typeRailroad
IndustryRail transport
Founded1853
FounderErastus Corning
Defunct1968
FateMerged with Pennsylvania Railroad to form 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, Canada
Key people
Erastus Corning, Cornelius Vanderbilt
ProductsFreight and passenger rail services

The New York Central Railroad was a prominent American rail system primarily serving the Great Lakes and Mid-Atlantic areas. It linked the major metropolitan regions of New York and Boston with Chicago and St. Louis, while also catering to important intermediate cities such as Albany, Buffalo, Cleveland, Cincinnati, Detroit, Rochester, and Syracuse. Its headquarters were located in the New York Central Building in New York City, situated next to Grand Central Terminal, marking the company as a key entity in the nation's rail industry.

Established in 1853 through the amalgamation of multiple railroads, New York Central’s strategy focused on broad regional integration and operational scale. In 1968, it combined forces with its competitor, the Pennsylvania Railroad, resulting in the formation of Penn Central Transportation Company. Penn Central filed for bankruptcy in 1970, which led to a federally backed restructuring that created Conrail in 1976. Eventually, in 1999, Conrail’s assets were split between CSX and Norfolk Southern Railway; CSX took control of most eastern lines originally owned by New York Central, while Norfolk Southern assumed ownership of western segments.

At its height in 1925, New York Central managed 11,584 miles of road and 26,395 miles of track spanning several states such as New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Massachusetts, West Virginia, as well as parts of Ontario and Quebec. By 1967, this network had reduced to 9,696 miles of road and 18,454 miles of track. This vast infrastructure formed the backbone of NYC’s strong market presence and competitive edge in both freight and passenger rail services throughout its operational history.

Albany and Schenectady Railroad

The Mohawk and Hudson Railroad (M&H), chartered in 1826, represents the earliest segment that would eventually merge into the New York Central system and holds the distinction as New York State’s first permanent railroad. It connected the Mohawk River at Schenectady, New York with the Hudson River at Albany, providing a quicker alternative to navigating Erie Canal locks. The M&H commenced operations on August 9, 1831, utilizing its initial steam engine named Dewitt Clinton. In 1847 it was renamed Albany and Schenectady (A&S). Originally dependent on inclined planes to overcome steep grades, improvements in locomotive technology enabled extension to important waterfront locations in both Schenectady and Albany.

Utica and Schenectady Railroad

The Utica and Schenectady Railroad, chartered in 1833, stretched westward from Schenectady following the Mohawk River toward Utica, New York, running parallel to the Erie Canal. Although initially restricted from carrying freight traffic, it began commercial service in 1836 and emerged as the most lucrative among ten early railroads bordering the Erie Canal. Under the leadership of Erastus Corning—who would later become president of New York Central—it secured full freight privileges by 1847 but continued to remit payments equivalent to canal tolls to the state.

Syracuse and Utica Railroad

Chartered in 1836, the Syracuse and Utica Railroad extended rail service to Syracuse, New York via Rome, New York, completing its route by 1839. Like earlier lines along the canal corridor, it paid fees compensating for freight traffic diverted from canal transport. The route was circuitous due to its service through Rome; although a more direct alignment was proposed in 1853, it was never constructed. Nevertheless, this strategic objective was eventually realized with the acquisition of the West Shore Railroad, which joined New York Central in 1885.

Auburn and Syracuse Railroad

The Auburn and Syracuse Railroad was chartered on May 1, 1834, and began operations primarily in 1838, with the last 4-mile segment opening on June 4, 1839. Alongside the Syracuse and Utica Railroad, it established a continuous rail connection from Albany westward through Syracuse to Auburn. The Auburn and Rochester Railroad, chartered on May 13, 1836, extended this line to Rochester via Geneva and Canandaigua, commencing service on November 4, 1841. These two companies merged on August 1, 1850, to form the Rochester and Syracuse Railroad, later known as the Auburn Road. To enhance the route efficiency, the Rochester and Syracuse Direct Railway was chartered and immediately merged into the Rochester and Syracuse Railroad on August 6, 1850. This more direct line, which opened on June 1, 1853, provided a faster route roughly paralleling the Erie Canal.

Buffalo and Rochester Railroad

The Tonawanda Railroad, chartered on April 24, 1832, constructed a line from Rochester southwest to Attica passing through Batavia; its initial section opened May 5, 1837, with completion achieved in January 1843. The Attica and Buffalo Railroad began service on November 24, 1842, linking Buffalo southeast to Attica. By 1841, a complete rail connection from Buffalo to Albany existed except for a gap in Rochester that was closed by 1844. In February 1848, the Albany and Schenectady Railroad took over baggage, mail, and emigrant car operations between Albany and Buffalo to facilitate through car 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 line from Buffalo to Batavia was inaugurated on April 26, 1852; subsequently, the former Depew–Attica section was sold on November 1 to the Buffalo and New York City Railroad. This segment became part of the New York and Erie Railroad system and was converted to Erie’s broad gauge.

Schenectady and Troy Railroad

Chartered in 1836 and operational by 1842, the Schenectady and Troy Railroad provided an important link between Troy on the Hudson River and Schenectady.

Rochester, Lockport, and Niagara Falls Railroad

Initially incorporated as the Lockport and Niagara Falls Railroad on April 24, 1834, this line connected Lockport on the Erie Canal westward to Niagara Falls and opened in 1838. It was sold on June 2, 1850, then reorganized as the Rochester, Lockport and Niagara Falls Railroad on December 14 that same year. An eastward extension reaching Rochester began service on July 1, 1852. This railroad was absorbed into the New York Central Railroad under legislation passed in 1853. Parts of this route are presently operated by the Falls Road Railroad.

Buffalo and Lockport Railroad

The Buffalo and Lockport Railroad was chartered in 1852 to construct a branch from Lockport to Tonawanda where it connected with the Buffalo and Niagara Falls Railroad (opened in 1837) for access into Buffalo. Operations started in 1854.

Mohawk Valley Railroad

Chartered in 1851 and reorganized a year later in 1852, the Mohawk Valley Railroad aimed to build a line from Schenectady to Utica following the Mohawk River corridor but was absorbed before construction began. The West Shore Railroad later utilized this planned route.

Syracuse and Utica Direct Railroad

Founded in 1853 with the aim of providing a quicker connection between Syracuse and Utica, this company merged before any tracks were laid.

Formation of the 1853 Company

Erastus Corning, an Albany industrialist and proprietor of the Mohawk Valley Railroad, facilitated the consolidation of these railroads into the New York Central Railroad on May 17, 1853, following legislative authorization. This strategic merger significantly expanded the company’s market presence and operational capabilities.

The Buffalo and State Line Railroad along with the Erie and North East Railroad transitioned from broad gauge to standard gauge, establishing a direct route from Buffalo to Erie, Pennsylvania, thereby extending New York Central’s influence in the region.

Era of Erastus Corning: 1853–1867

By 1855, New York Central had absorbed several important subsidiaries: the Rochester and Lake Ontario Railroad, which provided a branch line to Charlotte on Lake Ontario; the Buffalo and Niagara Falls Railroad, operational since 1837; and the Lewiston Railroad, linking Niagara Falls to Lewiston. These acquisitions fortified NY Central’s network throughout western New York.

The Canandaigua and Niagara Falls Railroad, chartered in 1851 to run westward from Canandaigua to North Tonawanda by 1854, went bankrupt before being acquired by New York Central in 1858. It was reorganized as the Niagara Bridge and Canandaigua Railroad prior to its full integration in 1890—enhancing access to the Niagara Falls Suspension Bridge.

Opened in 1866 as a southeastern branch from Schenectady toward Athens, the Saratoga and Hudson River Railroad was merged into New York Central in 1876 but eventually abandoned after its terminal was destroyed.

Corning also developed major repair shops and classification yards spanning 300 acres in Albany (West Albany), which included facilities for locomotives, freight cars, passenger cars, and roundhouse terminals. These installations served as New York Central’s primary maintenance hub until steam engines were phased out in 1957.

Hudson River Railroad

The Troy and Greenbush Railroad, chartered in 1845, connected Troy with Greenbush (present-day Rensselaer) on the east bank of the Hudson River. The Hudson River Railroad, chartered a year later in 1846, extended this line southward to New York City, completing it by 1851. The Troy and Greenbush line was leased by the Hudson River Railroad that same year.

In 1864, Cornelius Vanderbilt took control of the Hudson River Railroad soon after acquiring its parallel competitor, the New York and Harlem Railroad.

Constructed in 1934 as an elevated bypass around street-level tracks in Manhattan, the West Side Line has largely been abandoned; however, portions south of 34th Street were revitalized as the High Line, a linear park developed between 2009 and 2014.

Vanderbilt Era: 1867–1954

In 1867, businessman Cornelius Vanderbilt gained control over the New York Central Railroad stretching from Albany to Buffalo. On November 1, 1869, he merged it with his Hudson River Railroad holdings to create the New York Central and Hudson River Railroad, extending operations down to New York City. The leased Troy and Greenbush line linked Albany northward to Troy.

Vanderbilt’s portfolio also included ownership of the New York and Harlem Railroad, Lake Shore and Michigan Southern Railway, Canada Southern Railway, and Michigan Central Railroad, all operated within this system.

The Spuyten Duyvil and Port Morris Railroad—chartered in 1869 and opened by 1871—offered a route for Hudson River trains to reach Grand Central Depot or freight facilities at Port Morris; it was under lease by NYC from its inception.

Opened in 1878, the Geneva and Lyons Railroad connected Syracuse with Rochester via Geneva and Lyons; it was merged into NYC by 1890.

In 1885, NYC acquired its rival, the New York, West Shore and Buffalo Railway, renaming it West Shore Railroad while expanding passenger services, freight operations, and car float activities at Weehawken Terminal. Control over the Pittsburgh and Lake Erie as well as Boston and Albany Railroads was assumed in 1887 and 1900 respectively; both remained independent subsidiaries. William H. Newman served as president from 1901 until his departure in 1909.

By 1914, eleven subsidiaries had been consolidated into the New York Central & Hudson River Railroad, which then reestablished itself as the New York Central Railroad—publicly known as New York Central Lines until it was renamed New York Central System in 1935. The company operated Clearfield Bituminous Coal Corporation as a captive coal mining enterprise to supply steam locomotives.

The Cleveland, Cincinnati, Chicago and St. Louis Railway (Big Four), formed through mergers beginning in 1889, was acquired by NYC by 1906. It continued operating independently until full integration alongside Michigan Central occurred under a ninety-nine-year lease by 1930.

To meet growing maintenance needs beyond West Albany shops, NYC developed additional service facilities at Depew (1892), Harmon Shops at Croton-on-Hudson (1907), and Avis Shops near Oak Grove, Pennsylvania (1902). The Harmon Shops were instrumental during the transition from steam to electric locomotives near New York City.

Topography

Unlike the Pennsylvania Railroad, which navigated mountainous landscapes, the New York Central system was characterized by predominantly flat terrain. Key routes, such as the corridor from New York to Chicago, closely traced river valleys, resulting in gentle gradients except for notable elevations like West Albany Hill and the Berkshire Hills along the Boston and Albany route. This geographical advantage shaped NYC’s operational approach, influencing everything from marketing efforts to the engineering of locomotives, all centered around its premier New York-Chicago Water Level Route.

Bypasses

To ease traffic congestion, several bypass lines were developed. The Junction Railroad’s Buffalo Belt Line, completed in 1871, skirted Buffalo’s northeast perimeter while continuing to serve passenger trains through downtown. After acquiring the West Shore Railroad in 1885, NYC gained a Rochester bypass. The Gardenville Cutoff, established by the Terminal Railway in 1898, provided a southeastern Buffalo bypass for through freight movement.

The 1902 Schenectady Detour linked to the West Shore Railroad, allowing trains to circumvent downtown Schenectady. In 1912, the Cleveland Short Line Railway was introduced to avoid downtown Cleveland congestion. The Alfred H. Smith Memorial Bridge, opened in 1924 as part of the Hudson River Connecting Railroad’s Castleton Cut-Off, created a 27.5-mile freight bypass circumventing West Albany’s bottlenecks.

During the 1910s, modifications to accommodate Erie Canal realignment led NYC to reroute its main line south of Rome’s downtown area. This adjustment enabled trains to bypass Rome via a new connection with the former Rome, Watertown and Ogdensburg Railroad.

Trains

NYC’s steam locomotives were engineered for high-speed performance on flat terrain rather than rugged mountains. Among its distinguished engines were the J-3a Hudsons built in 1937–38, the World War II-era L-3 and L-4 Mohawks, and the S-class Niagaras produced between 1945 and 1946, which represented the pinnacle of steam locomotive technology.

The railroad operated some of the nation’s most iconic trains, notably the 20th Century Limited (1902–1967), which connected Grand Central Terminal with Chicago’s LaSalle Street Station offering top-tier service. In the mid-1930s, NYC introduced its first streamlined steam locomotive, the Commodore Vanderbilt, competing in a market increasingly dominated by diesel-electric streamliners.

In 1936, NYC showcased the steam-powered Rexall Train, which toured 47 states promoting Rexall drug stores and hosting corporate conventions. Following its streamlining in June 1938, the Century traversed the 960.7-mile Water Level Route in 16 hours, briefly reducing travel time to 15½ hours after World War II. Other distinguished services included the Empire State Express running between New York City and Buffalo/Cleveland and the Ohio State Limited connecting New York City with Cincinnati.

From 1946 through the mid-1950s, NYC coordinated sleeper 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 pressures hastened NYC’s transition to diesel-electric power: Boston and Albany was fully dieselized by 1951; lines east of Cleveland followed suit by 1953; all Niagaras were retired by July 1956; and May 3, 1957 marked retirement of NYC’s final steam engine. Nonetheless, economic challenges within northeastern railroading persisted despite these efforts.

Notable New York Central trains:

New York to Chicago

  • 20th Century Limited: Operated from New York to Chicago with limited stops along the Water Level Route between 1902 and 1967
  • Commodore Vanderbilt: Served the New York–Chicago corridor with additional stops via the Water Level Route
  • Lake Shore Limited: Connected New York and Chicago through Cleveland, featuring branches to Boston and St. Louis from 1896 to 1956, and resumed service in 1971 under Amtrak
  • Chicagoan: Provided direct service between New York and Chicago
  • Pacemaker: An all-coach train running New York to Chicago via Cleveland
  • Wolverine: Linked New York and Chicago through southern Ontario and Detroit

The Mercuries

  • Chicago Mercury: Route between Chicago and Detroit
  • Cincinnati Mercury: Operated from Cleveland to Cincinnati
  • Cleveland Mercury: Connected Detroit and Cleveland
  • Detroit Mercury: Ran between Cleveland and Detroit

New York to St. Louis

  • Knickerbocker: Service connecting New York and St. Louis
  • Southwestern Limited: Operated from New York to St. Louis from 1889 until 1966

Other trains

  • Empire State Express: Traveled from New York to Buffalo and Cleveland via the Empire Corridor since 1891, currently operating as Empire Service up to Niagara Falls
  • Cleveland Limited: Connected New York and Cleveland
  • Detroiter: Ran between New York and Detroit
  • Great Lakes Aerotrain: Experimental lightweight train operating Chicago to Detroit/Cleveland in 1956
  • James Whitcomb Riley: Service between Chicago and Cincinnati
  • Michigan: Connected Chicago with Detroit
  • Motor City Special: Operated between Chicago and Detroit
  • New England States: Ran Boston to Chicago via the Water Level Route from 1938 until 1971; later integrated into Amtrak's Lake Shore Limited after Penn Central ownership
  • North Star: Linked New York with Cleveland, including branches to Toronto and Lake Placid
  • Ohio State Limited: Connected New York and Cincinnati via the Empire Corridor
  • Ohio Xplorer: Experimental lightweight train running Cleveland to Cincinnati during 1956–1957
  • Twilight Limited: Operated between Chicago and Detroit

These trains departed from major terminals such as 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.

In addition, the NYC operated commuter rail services within the New York metropolitan area and Massachusetts. Westchester County was served by the Hudson, Harlem, and Putnam lines terminating at Grand Central Terminal. The West Shore Line provided connections through New Jersey and Rockland County along the western bank of the Hudson River.

Decline

Following World War II, the New York Central Railroad encountered considerable obstacles that adversely affected its financial health and market position. Restrictions imposed by the Interstate Commerce Commission curtailed pricing autonomy, while competition intensified from automobiles, trucking industries, and emerging airline services throughout the 1950s, significantly diminishing long-distance passenger revenues for NYC. The enactment of the Interstate Highway Act in 1956 further promoted highway travel and freight trucking, reducing rail freight volumes.

The inauguration of the Saint Lawrence Seaway in 1959 redirected container shipping directly to ports on the Great Lakes, resulting in decreased freight traffic for NYC between the East Coast and Midwest regions. Moreover, the railroad faced heavy property tax liabilities on its infrastructure—taxes not levied on interstate highways—and was burdened by a wartime passenger fare tax of 15% that remained in place until 1962, intensifying financial pressures.

Together, these challenges eroded NYC’s competitive edge and hindered its business expansion during the mid-20th century.

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, a conglomerate with roots in real estate and railroads originally established by the Van Sweringen brothers. Under Young’s leadership and that of financier Allan Price Kirby, Alleghany held significant stakes in major railroads such as the Chesapeake and Ohio Railway and the Nickel Plate Road.

Recognized as an innovative thinker in railroading, Young inherited a New York Central facing greater difficulties than anticipated. Unable to meet his financial commitments, he halted dividend distributions in January 1958 and tragically died by suicide later that month at his residence in Palm Beach.

Alfred E. Perlman: 1958–1968

Following Young’s passing, Alfred E. Perlman assumed leadership of the New York Central. Despite the railroad’s challenging financial condition, Perlman introduced austerity measures that lowered operating losses by $7.7 million in 1959 and boosted stock values to $1.29 per share, enabling dividend payments that had not occurred since World War II. By 1964, he had reduced long-term liabilities by nearly $100 million and cut passenger service deficits from $42 million to $24.6 million.

Perlman spearheaded modernization projects including the implementation of Centralized Traffic Control (CTC), which enhanced efficiency by consolidating four-track mainlines into two. He also invested in upgrading classification yards, notably completing the $20 million Selkirk Yard near Albany in 1966. His efforts extended to experimenting with jet-powered railcars based on modified Budd RDC units, although these remained in the trial phase.

Cost reductions necessitated substantial curtailments of service. Commuter rail lines around New York City were scaled back, including the discontinuation of Putnam Division operations and Hudson River ferry services, which undermined the viability of lines such as the West Shore. Despite attempts to reduce commuter trains, regulatory requirements mandated continued service in densely populated metropolitan regions.

Long-distance passenger routes were downgraded or eliminated; Pullman and parlor cars gave way to standard coaches on numerous Midwestern lines. The Empire Corridor experienced service cuts with routes beyond Buffalo terminated by 1961. On December 3, 1967, celebrated trains like the Twentieth Century Limited were retired. Gradual abandonment of branch lines in upstate New York took place alongside the demolition or closure of key stations in Rochester, Schenectady, and Albany.

While these initiatives led to improved financial results, it became evident that more extensive strategic changes were essential for long-term viability.

Merger with the Pennsylvania Railroad

The railroad industry in the Northeast was heavily congested, compelling dominant companies such as New York Central (NYC) to face competition from rivals including Pennsylvania Railroad (PRR), Baltimore and Ohio Railroad (B&O), and various regional carriers. Mergers emerged as a strategic approach to optimize operations and reduce rivalry. Significant consolidations included the Erie Lackawanna Railroad (from Delaware, Lackawanna & Western and Erie Railroads), Norfolk and Western Railway (combining Virginian Railway, Wabash Railroad, Nickel Plate Road), and the Chessie System (B&O, Western Maryland Railway, Chesapeake and Ohio Railway).

From the mid-1950s onward, NYC pursued merger opportunities involving B&O, Milwaukee Road, and its own Nickel Plate Road subsidiary. However, extensive regional and commuter passenger obligations imposed by the Interstate Commerce Commission (ICC) complicated these plans. The PRR stood out as the only feasible partner with adequate financial resources and a substantial passenger base.

Negotiations commenced around 1955 but were hindered by ICC regulatory challenges, union resistance, concerns from competing railroads, and internal disputes. A central point of contention was governance: NYC’s improved financial condition under Perlman conflicted with ICC-driven pressure—led by PRR President Stuart T. Saunders—for PRR to absorb NYC. Moreover, the ICC mandated inclusion of the financially troubled New York, New Haven and Hartford Railroad into the merger by 1970—a provision opposed by both companies due to its fiscal implications. These factors contributed significantly to the eventual collapse of what became known as the Penn Central merger.

On January 26, 1968, NYC released its last passenger timetable showcasing a drastically reduced schedule preceding consolidation efforts. Most local and long-distance routes had ceased operation on December 3, 1967—including flagship services like the 20th Century Limited.

Penn Central: 1968–1976

On February 1, 1968, the New York Central merged with the financially troubled Pennsylvania Railroad, creating the Penn Central Transportation Company (PC), with Perlman from NYC appointed as president. The company rapidly accumulated debt after the Interstate Commerce Commission mandated the inclusion of the unprofitable New Haven Railroad in 1970. A dispute between Perlman and CEO Stuart T. Saunders over a $25 million freight car refurbishment project ultimately led to Perlman’s departure.

The merger faltered due to clashing corporate cultures, labor union challenges, and incompatible operational systems. To maintain an appearance of profitability, the board resorted to using reserve funds to pay dividends. However, on June 1, 1970, Penn Central filed for bankruptcy protection, marking the largest private bankruptcy in U.S. history at that time. During bankruptcy proceedings, debts owed by PC were frozen while those owed to it were not, causing financial difficulties for other Northeastern railroads such as Erie Lackawanna and Boston and Maine.

The downfall of Penn Central dashed hopes for privately financed passenger rail in America. In response, President Richard Nixon enacted the Rail Passenger Service Act of 1970, establishing Amtrak—a federally subsidized passenger rail service. On May 1, 1971, Amtrak assumed control of most intercity passenger trains and eventually took ownership of the Northeast Corridor inherited from PRR and New Haven. Meanwhile, Penn Central’s commuter operations persisted under bankruptcy until Conrail officially assumed control in 1976.

Conrail and CSX: 1976–present

The U.S. government created Conrail (Consolidated Rail Corporation) on April 1, 1976, to rescue freight operations from Penn Central and other bankrupt railroads. Conrail operated Penn Central’s commuter lines in New York’s Lower Hudson Valley, Connecticut, and Boston regions until these services were transferred to regional agencies—the Metro-North Railroad and Massachusetts Bay Transportation Authority—by 1983. By the 1990s, Conrail had returned to profitability and became an attractive acquisition target for major freight carriers.

To improve efficiency, Conrail discontinued many former NYC and PRR routes but preserved critical corridors such as the Water Level Route (connecting New York to Chicago), Boston & Albany line, Kankakee Belt Route, and West Shore Line—now utilized by Norfolk Southern, CSX, Amtrak, and various short lines. The Selkirk Yard remains one of the busiest freight hubs in the nation.

On June 6, 1998, Conrail was divided between Norfolk Southern and CSX. A subsidiary named New York Central Lines LLC was established under Conrail for CSX-operated routes including the Water Level Route extending to Cleveland and the Big Four route reaching St. Louis. CSX subsequently fully integrated this subsidiary to optimize operational control.

This progression illustrates deliberate corporate strategies aimed at reorganizing major railroad assets to strengthen market positions and operational effectiveness within the U.S. rail sector.

Heritage Units

Three heritage locomotives commemorate the railroad’s legacy with its signature lightning stripe design:

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

Presidents

See also

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

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