Right on time, at 10:20 p.m. Sunday, May 18, 1958, eastbound Train No. 108 pulled out of the Auburn station on the New York Central's “Auburn Road” for the last time, marking the end of nearly 120 years of passenger service. This line meandered indirectly 102 miles through the Finger Lakes region between Syracuse and Rochester.

The 1950s was a time when the New York Central sought to eliminate unprofitable passenger trains - due primarily to air and highway competition. The railroad, in its petition to the New York State Public Service Commission, claimed it was losing more than $100,000 a year on the Auburn branch runs. There had only been one daily round trip train on this line since 1949. The last train operating east and west consisted of an Alco RS-3, a Railway Post Office car, baggage car, coach and a sleeper.

There had always been sleeping car service provided on the Auburn Road in both directions. At one time a westbound sleeper connected with Chicago trains in Rochester. In August 1949, a 10-section, three-double bedroom sleeper is listed in the Official Railway Guide for the Auburn branch. The February 1956 Guide lists this as being an eight-section, five-double bedroom car.

As years passed, the old section sleepers were retired. The last eight-section, five-double bedroom car is listed in the April 1957 Guide. It was replaced on the Auburn branch by the more modern 10 roomette, five- or six-double bedroom cars. In the 1940s and 1950s, the Auburn branch sleeper connected with numerous mainline trains. Eastbound it might be No. 6, “The Fifth Avenue Special;” No. 34, “The Cayuga,” or No. 44, the “New York Special.” Westbound it might be No. 81, “The Genesee,” or No. 35, “The Iroquois.”

At one time, a Pullman car originated in Auburn.

At Geneva the last eastbound train, which carried more passengers than it had in years, was met by a group of 25 to 30 people. Many Seneca Falls residents came to Geneva and rode back on the train, while many Genevans had gone to Canandaigua to ride back to Geneva. Residents living along the line waved as the train passed by.

Although 15 people gathered to watch the train, only one passenger boarded the final evening train in Auburn. The train crew consisted of conductor O.C. Diterle. The engineer was Harry McNerney and fireman Gilbert Shumway. C.E. Scott was the brakeman. During the other days except Sunday, these trains were No. 103 westbound and No. 104 eastbound. The last westbound train had operated that morning. It would be turned at Rochester for the final eastbound trip.

The trains had previously carried different numbers. Up until 1957 this train was No. 3, westbound and No. 18 westbound daily except Sunday; and No. 7 westbound and No. 8 eastbound on Sunday. Joseph C. Phillips was the last agent in Auburn to sell tickets. The system timetable dated April 27, 1958 showed the running time over the line was a little more than four hours. Stops listed were Camillus, Skaneateles Junction, Auburn, Cayuga, Seneca Falls, Waterloo, Geneva, Phelps, Clifton Springs, Shortsville, Chapin (flag stop), Canandaigua, Victor, Pittsford and Rochester.

Since this was a train that operated solely in New York state, authority for its discontinuance had to come from the state Public Service Commission.

In August 1957, the New York Central announced its intention to discontinue passenger service on the line, effective Sept. 15. The PSC ordered an investigation to determine whether the trains should be continued in service, which was to continue until a final decision was made.

Part II, which runs Monday, May 12, will discuss how the PSC came to the conclusion to continue service but how transportation changes ultimately affected the railroad's service.

Palmer is historian for the Central New York Chapter of the National Railway Historical Society. He is also a journalist and in the 1970s was Auburn correspondent for the Syracuse Herald-Journal. Currently he is the editor of the New York Canal Times. He has written several books and many articles on the history of local railroads