I think Oswego never amounted to much of a freight interchange with the RW&O. The line along Lake Ontario was single-track with sidings with 20-55 car capacity and using smaller motive power. The RW & O served a lightly populated, non-industrial area. It probably originated lots of lumber, apples and some vegetables and milk (destined primarily to NY City) and terminated lots of coal. RW & O's heaviest passenger traffic probably originated on the NYC in New York City and was destined to Lake Ontario beach towns. A number of roads served the smaller Lake Ontario ports: BR & P at Genesee Dock (Rochester), DL & W, NYO & W and NYC at Oswego, PRR at Sodus Point and Lehigh Valley at Fair Haven. All of these roads, except the O&W, also served the big Lake Ontario port, Buffalo. I think no matter what the O & W boosters wanted, Oswego and the other smaller ports shipped mostly cross Lake Ontario traffic. Except for the BR&P (B&O) all of the cross-lake business had to be loaded into lake steamers; BR & P had a carferry. Before the NYO & W reached the Pennsylvania coal fields in 1890, it had a contract with the D & H to take coal at Sidney, NY for delivery to points on the O & W. The RW & O fell into the NYC family and unlike some of the tourist car lines run in conjunction with Boston & Maine, Wabash, Nickel Plate and others that utilized parts of the West Shore, I think the NYC put as much freight as it could on the Water Level Route mainline. Early on the through passenger trains, Chicago Limited/NY Limited were routed via Earlville, NY and the Chenango Branch to Syracuse (and probably not wanting to have a crew base at Earlville)they rerouted again into Utica. These trains died around 1927.