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The article by Yonah Freemark and Jebediah Reed explains, “Rochester’s principal train station opened in 1914, with New York Central Railroad connections to New York, Albany, and Buffalo. But sadly this grandest of stations, busy for four decades, lost most of its passengers to the new interstate system as well as the airlines. I think the best example of new rail station construction is the new Albany-Rensselaer station. I dedicated a chapter of my book on Claude Bragdon to the train station–a remarkable building. After moving to Rochester from Long Island in 1995, I began digging into the history of this place.
The impressive reach of the subway was possible because it utilized the bed of the old Erie Canal. Subway car (Car 60) is in the custody of the Rochester Chapter NRHS, at the Rochester & Genesee Valley Railroad Museum. The Niagara Wine Trail—right in our backyard—features 20 wineries and stretches from Lewiston to Rochester, along the Niagara Escarpment and the Lake Ontario shore.
One of the deadliest accidents* in our area’s history took place exactly 100 years ago today. Several years ago I wrote a story on the major railroads of 1950 and what happened to them.
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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.
In addition we are a full service MRO (Maintenance, Repair and Operational Supplies) supplier. 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. Broad Street Industrial Branch, which connected to former West Shore appears to have ended at intersection of Park Ave and Broad St. Subways reduce the number of commuters congesting city streets and tackle the environmental impact of countless car exhausts. Passing through ghost stations, like City Hall in New York City, by train can be compelling, while entire subways that were built and never used, like Cincinnati, are as rare as they are a waste of public money. The story of the Rochester Subway (aka Rochester Industrial and Rapid Transit Railway) dates back to 1918 when the Erie Canal was re-routed to bypass downtown Rochester.  The canal was abandoned a year later before engineers transformed it into the now ghostly rapid transit system. It seemed like an ideal opportunity to reuse old industrial land (namely the canal) and create a cost effective new underground railway. It seems ironic today, when planners constantly look for new ways to promote cleaner modes of transport, while simultaneously thinking up ways to reduce congestion on city streets. Numerous proposals ranged from the realistic to the radical – from reinstating the rapid transit system to flooding the tunnels with water for the Erie Canal to rise from the ashes.
While a section of the subway between Main Street and the aqueduct will remain intact, it’s unlikely to ever house a new rapid transit system.
Keep reading – explore more ghost stations, abandoned subways and rapid transit systems, or travel to London to check out Holborn station in the disused Kingsway Tramway Subway, or the forgotten subterranean tunnels of South Kentish Town Tube.


Some time last year, a notable infrastructure blog called The Infrastructurist, published a list of the top 10 greatest rail stations ever built.
In 1854, New York Central Station was constructed on Mill Street at the edge of High Falls where it served as the community’s transportation center for 30 years.
The New York Central sold the building in 1959, and the Bragdon Station was demolished in 1965.
This region has been quickly gaining national attention for the variety and quality of its wines, including late-harvest, ice, and traditional vinifera. But I just can’t believe we intentionally reduced this once world-class rail station to rubble only so we could pay tens of millions 50 years later in an attempt to build a much smaller and less impressive imitation of what we once had.
I just wanted to share these recently found photos of Rochester’s half-demolished NY Central (Bragdon) Station. 29 people were killed and 62 injured when a Lehigh Valley Railroad train derailed about 20 miles east of Rochester. The big search engines, communities and email services collect your data to serve you with tons of unwanted advertising and to sell your data.
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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. After checking that out follow the DL&W south of Oriskany Street and you will see the old DL&W crossing tower.
From the tower south is the approximately .62 miles of street running where in EL days 100 cars trains ran down the street twice a day (Trains NE97-NE74 from 1974 - 1976). Follow the arterial (Route 12) south from Oriskany Street and on your right will be (if not recently removed) an old abandoned looking spur.
Following Route 12 south from there you come upon Canal Branch the area where the old Scheidleman warehouse is located. Exit at French Road and make a left onto Chenango and you will pick up the O&W again which dead ends near the Yahnundasis Golf Course and serves as a tail track for backing into the area behind New Hartford Shopping Plaza.
Follow Oriskany Street west from where the DL&W crossed Schuyler Street and you will be following the "Blue Line" a DL&W industrial spur built out about 1900 to Yorkville area (the end of the line was a restaurant called the Red Barn but I think now it is an adult book store. But stranger still are fully functioning subways that operate for several decades and then fall into disuse for no good reason.
Better still, connecting interurban lines (and freight) were routed via the subway to reduce congestion above, and the Second Genesee Aqueduct of the former Erie Canal was adapted to accomodate both the subway and Broad Street (above).
At that time, about half of the railway, from Court Street to Rowlands, was replaced by the Eastern Expressway in 1956, and the rest of the subway closed later that year.
In the city of Rochester, the solution seems to be hiding in plain view beneath city bosses’ noses in the form of a purpose built subway system just waiting to be brought back to life. A local group called Rochester Subway is one of the best places to find info about the subway’s past and its impending doom at the mercy of city officials. Standing shoulder to shoulder with some of the greatest examples of 20th Century American architecture is Rochester’s NY Central Station. A few of the stations on the list exist today in much more modest forms but most are now either parking lots or vacant lots. But the decline in passenger traffic emptied the station by the late 1950s, and the building was razed in 1965.
In the 1880’s the railroad tracks were elevated and the station was relocated to the east side of the Genesee River (on Central Avenue at St.
An adaptation of the old Erie Canal; what creativity, ingenuity, determination, and foresight it must have taken to construct. The Democrat & Chronicle tells us tractor trailers have been hitting the bridge repeatedly for years. According to investigators at the time, it was a defective rail on a 400 foot bridge in Manchester, NY that shattered into seventeen pieces and sent at least 3 of the cars into Canandaigua Outlet.
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. An elevated structure painted and restored by the U&MV Chapter, NRHS over the years wearing DL&W colors. This was the "new" NYO&W yard area and the yard office and roundhouse where torn down in the Mid- '60's to make room for the new warehouse. This was all industrial sidings and originally O&W, later DL&W and NYSW is the current operator.
Originally this was a diamond with the West Shore heading east towards South Utica and Harbor.


Urban explorers are intrigued at the thought of a complex network of subterranean passageways and tunnels beneath our feet. The result was a two mile stretch of underground streetcar line easing traffic from the streets above.
Penn Station, for example, is now mainly a network of underground railroad and subway stations beneath a glass office tower and Madison Square Garden arena.
Cities like New York, Chicago, Boston, Detroit, Memphis, and Atlanta are all noted for the same horrific blunder.
Then to be overshadowed by the conflict and heartbreak of its eventual decline, abandonment, and conversion into a highway. 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 NYSW is at this point on the O&W right of way due to the arterial construction in 1963. Much is still visible as a wide open empty corridor and it is not too hard to find the old Right of Way. This second station served New York Central’s needs for just over 20 years, when they decided to build a new station on the north side of Central Avenue, between North Clinton Avenue and Joseph Avenue.
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. It was erected about 1952 when the Lackawanna abolished the multiple crossing watchmen down the street and the tower itself probably was the tower that originally protected the Erie Canal crossing in an earlier era (Oriskany Blvd being the route of the canal). A well known New York City architect, Claude Bragdon designed the third station, referred to as Union Station or the Bragdon Station, and it opened in 1914. 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.
This web site exists to help spark public dialogue around how we can better connect the neighborhoods of Rochester NY, surrounding communities, and their cultural offerings. 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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