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Several years ago I wrote a story on the major railroads of 1950 and what happened to them. The World Wide Web is the future and it is our VISION to create a PERFECT INTERNET for all. Nowadays, you have to click and scroll and waste a lot of time to find what you are really looking for. In our VISION, we create a HOME for a GLOBAL FAMILY of users, where your DATA is SAFE and where you find all the USEFUL SERVICES that you need at your fingertips.
All the locomotives in service on the NY Central at the end of 1950 and the change during the year. All the passenger and freight cars in service on the NY Central at the end of 1950 and the change during the year. Connect with trading partners around the world on a single Network-as-a-Service platform, get real-time transaction visibility and eliminate those manual network processes. For the Annual Meeting (always held in Albany), the Central ran a special train from New York City. As well as personally owning New York Central stock, he represented the large blocks of New York Central stock owned by the Delaware & Hudson Railroad. Malcolm Aldrich, president and chairman of the Commonwealth Fund, a national philanthropic foundation.
Aldrich served as president and chairman of the board of Chase National Bank from 1930 to 1953. This classic picture outside the Utica freight house shows the colorful "Pacemaker" paint scheme on both box car and truck. Lots of trains originated here because of the importance of the Adirondack and St Lawrence Divisions. Cleveland, Detroit, Chicago, Indianapolis, Harmon, Beacon, Oneonta, Saranac Lake, Malone, and others.
There were two basic types of milk trains – the very slow all-stops local that picked up milk cans from rural platforms and delivered them to a local creamery, and those that moved consolidated carloads from these creameries to big city bottling plants.
The New York Central is leading the way in experimentation with a new type of rail equipment—the Diesel-powered, selfpropelled RDC-1 passenger car developed by the Budd Co. A new, easy-to-read schedule for shippers and receivers of merchandise freight was distributed by the Central in 1950. The schedules published, of course, reflect normal operations, which have been disturbed recently by forced service curtailments due to t h e coal mine work stoppage. New York Central had not yet really begun to abandon light-usage branches, or to get out of the passenger business on those branches.
The Ontario & Western ran north through Clinton and followed the route of the current highway arterial into a connection with the NY Central Main Line. Jefferson Smurfit (was Mohawk Container) closed in 2011: On an historical note, with the loss of this customer, the NYS&W will no longer use the former O&W trackage, a remnant of the "Old & Weary's" Utica Branch. The Delaware, Lackawanna & Western came north from Binghampton and parallel the O&W through South Utica.
The DL&W Blue Line map (attached) only shows the branch going to the old trolley bridge that also carried Whitesboro Street.

The West Shore (really New York Central) cut diagonally through East Utica (numerous grade crossings), continued across Genesee Street, crossed the DL&W and the O&W and headed to Clarks Mills, Vernon, etc.
New York Central E8 4063 and an E7B slide into Poughkeepsie with train 2, PACEMAKER, from Chicago.
Amtrak passenger trains using the Poughkeepsie Station are Maple Leaf, Empire Service, Adirondack, and the Ethan Allen Express. The big search engines, communities and email services collect your data to serve you with tons of unwanted advertising and to sell your data. The power of our global EDI network is available on your server, your cloud platform or your application. We track all interchanges from the moment they enter the system, along every step across the network, and through the delivery confirmation. Loree, a Director since 1933, is President, Treasurer and Director of Florham Park Dairies, Inc., the development of a life-long interest in farming. During and after World War II, he was a leader in the organization of relief efforts and financial assistance to Europe. Present plans are to place the cars in service between Boston, Worcester, and Springfield, Mass., on the Boston & Albany Railroad. NYC traffic representatives, too, will find the schedule a handy sales tool in presenting prospective customers with a quick picture of the advantages Central merchandise service offers.
Smurfit was always THE major customer on this little spur (approx 2 miles long), which includes a bridge over the Sauquoit Creek. Why not a “SUPPLY CHAIN MANAGEMENT CONTROL TOWER" in order to monitor and assure your supply? Pacemaker freight schedules, as well as those of approximately 2,000 other merchandise cars which operate daily over the Central's 11,000-mile rail network, are given in the newly issued booklet. At one point in my life it even crossed over Campion Road to serve factories along Genesee Street. A building firm (Carparelli Bros.) used to receive an occasional boxcar and, occasionally, Niagara Mohawk received a shipment. It originally was just a short stub off the main and served a coal dumper trans loading coal brought up from Binghamton (Scranton area) for the Erie Canal and probably also local Utica business. Hubbell received wood in double-door box cars and scrap railroad rail (from Unadilla Valley Railway) on flat cars. Early on, all milk was shipped in cans, which lead to specialized "can cars" with larger side doors to facilitate loading and unloading (some roads just used baggage cars).
About 1900 it was extended to serve the industrial sector along what is now Oriskany Street, formerly the canal.
Up until about September 1981 the former EL crews still did the work on the O&W and the ex PC crews still ran over to the Mills Branch. The Blue Line name comes from the fact that it followed the "blue line" of the canal as represented on survey maps.
Then CR executed some sort of a pooled equity agreement and the Sangerfield Local began running over to the Mills as needed and PC engine crews and brakemen began to bid into the former EL territory. Speed was the key to preventing spoilage, so milk cars were set up for high speed service, featuring the same types of trucks, brakes, communication & steam lines as found on passenger cars.
Not sure when it was torn out but guess in the early or mid- 90's, just at one point it was gone.

At times if work was heavy an extra called UT-95 would be called in to perform yard work on the Mills Branch, O&W or Blue Line as needed to free the road crew up to concentrate on the Sangerfield work. The warehouse should have been a good revenue producer for EL but the damage claims were too high. Driving along that area you will be amazed at all the brownfields where buildings once stood.
I recall that line being very slow in the later 1970's with a PC crew working down the EL to get to it after the 1971 track realignment but only occasionally. Now also contrary to popular opinion and misguided lore, the Blue Line NEVER connected with the West Shore Mills Branch which still ends in New York Mills by OW Hubbell and neither did it ever run west and connect with the NYC RR mainline.
The line through South Utica to a junction with the NYC mainline at Harbor was out of service sometime after 1965. This section featured at least 16 unprotected grade crossings that required a flagman to cross. According to the book "Railroad Days" by Louis Langone Jr, at one point there were about thirty rail-served businesses along the two miles of the Blue Line. The O&W was a very busy piece of industrial trackage in Utica into the 1970's with thousands of carloads.
If you look at a Utica map and follow the line west parallel to Erie and Oriskany Streets and keep heading towards New York Mills.
Then about late 1980 the seniorities and jobs were restructured and the Mills Branch became a regular part of the ex-EL Sangerfield Local's work instead of a UT-95 or whatever that traveling switcher was designated that was a PC crew. Past Meyers Ave (end of Whitesboro St.) locate Calder Ave and then locate 2nd and 3rd streets.
I recall it was slow even in early NYSW days with SCI and another customer I now can't recall being about the only business there at the time served regularly. Regarding the O&W, the yard office was still standing I believe until the late 1960's, well after the arterial was built and the new Scheidleman warehouse built. The Blue line was parallel and just off Oriskany Blvd but if you got to the end of track and walked perpendicular in a southerly direction you would end up just shy of where 3rd Ave intersects Calder Ave. Nearby in Clinton there are some historical markers near the old O&W yards and I think the O&W freight house may still stand.
The end of line was simply a dead end tail track almost immediately behind the Adult Book Store, maybe about 3 car lengths long. Sometime after NYSW took over in 1982 McCraith built the present facility on the Mills Branch.
I think the next place was a small team track near the lamp showroom store and might have gotten poles on flat cars. It was rare to see anything there and I can't recall the track as being capable of holding more than one car. Next place going east was Foster Paper who was a big shipper outbound paper and Dunlop was near Foster but I never recall them being a customer by the late 1970's.

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