New York, Susquehanna and Western Railway

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New York, Susquehanna & Western Railway
NYSW-Sys Map.png
HeadquartersCooperstown, New York
Reporting markNYSW
LocaleNew York
New Jersey
Dates of operation1881–present
Track gauge4 ft 8+12 in (1,435 mm) standard gauge
New York, Susquehanna
and Western Railway
Susquehanna Transfer
North Bergen
New Durham
CSX North Bergen Yard
CSX Northern Branch
Edgewater Branch
Little Ferry Yard
Little Ferry
Ridgefield Park
Prospect Ave
Lodi Industrial
Rochelle Park
Passaic Branch
East Paterson
Vreeland Ave
North Hawthorne
Midland Park
Crystal Lake
West Oakland
Pompton Lakes
Smith's Mills
Green Pond Jctrdt
Oak Ridge
Beaver Lake
Hanford/Middletown Branch
South Ogdensburg
Limecrest Industrial
Paulinskill Valley Trail
(former Mainline)
New Jersey
New York
Sugar Loaf
Orange Heritage Trailway
former Erie Main Line
Campbell Hall Junction
Otisville Tunnel
Port Jervis
New York
Mill Rift
New York
Gulf Summit
New York
Great Bend
New York
Binghamton Yard
New York, Susquehanna and Western Railway streamlined locomotive (Motorailer) constructed by the American Car and Foundry company, c.1940
NYS&W freight SU-99 idles in Bogota, New Jersey on June 2, 2021, powered by 3012 (SD33eco), 3802 (SD60), and 4060 (ex-NS SD70M-2)

The New York, Susquehanna and Western Railway (reporting mark NYSW) (or New York, Susquehanna and Western Railroad and also known as the Susie-Q or the Susquehanna) is a Class II American freight railway operating over 400 miles (645 km) of track in the northeastern U.S. states of New York, Pennsylvania, and New Jersey.[1][2]

The railroad was formed in 1881 from the merger of several smaller railroads.[3] Passenger service in northern New Jersey was offered until 1966.[4] The railroad was purchased by the Delaware Otsego Corporation in 1980,[5] and saw success during the 1980s and 1990s in the intermodal freight transport business.

The railroad uses three main routes: a Southern Division running from Jersey City, New Jersey to Binghamton, New York and a Northern Division formed by two branches north of Binghamton serving Utica and Syracuse. The Utica Branch is notable for street running down the center of Schuyler Street.[6]


Before the New York, Susquehanna and Western Railway[edit]

A NYS&W suburban train at River Street, Hackensack station on September 3, 1965. The NYS&W ended all passenger operations on June 30, 1966.[7]

The New York, Susquehanna and Western Railway can trace its roots back to the failed New Jersey, Hudson & Delaware Railroad (NJH&D), chartered in 1832 to connect industrial Paterson, New Jersey, east to the ports along the Hudson Waterfront opposite New York City at Hoboken and west to Pennsylvania at the Delaware Water Gap.[8] Several competing companies sprang up in 1867 to make routes through this corridor, but the New Jersey Western Railroad (NJW) was the most successful, constructing westward from Paterson and Hawthorne. In 1866, the New York and Oswego Midland Railroad (NY&OM) was chartered to connect the Great Lakes port at Oswego, New York, with New York City. Construction on the NY&OM started in 1868 and progressed rapidly. The creation of this company prompted the NJW to shift its focus towards connecting to this route. Cornelius Wortendyke, president of the NJW, signed a lease agreement with DeWitt Clinton Littlejohn of the NY&OM giving his road a through route into New Jersey. Construction on the NJW had stretched from Hackensack, New Jersey all the way through to Hanford by the time it changed its name to the New Jersey Midland Railway (NJM) in 1870 and consolidated with three other competing companies, including the NJH&D.[9]

The NY&OM reached Middletown, New York, and leased the connecting Middletown, Unionville and Water Gap Railroad (MU&WG), which reached the NJM at Hanford. The last stretch of construction from Hackensack to Jersey City completed the NJM in 1872. The first through train from Oswego to Jersey City operated on July 9, 1873. While the goals of the two partners had been reached, the Panic of 1873 caused financial ruin for both companies. The NY&OM suspended lease payments, and the agreement was broken. The NY&OM was reorganized as the New York, Ontario and Western Railway in 1879, and went its separate way. The NJM took over the lease of the MU&WG as well. Unable to weather the financial storm, the NJM was put into receivership in 1875.[9] In 1880, the NJM was reorganized as the New Jersey Midland Railroad (NJM), and attention was once again turned to the lucrative coal fields of eastern Pennsylvania.

Formation and as an independent railroad[edit]


In 1881, the New Jersey Midland Railroad was consolidated with five other railroads to form the New York, Susquehanna and Western Railway. The new New York, Susquehanna and Western Railway had extended west to Gravel Place, Pennsylvania, and a connection with the Delaware, Lackawanna and Western Railway (DL&W). The NYS&W also had a connection to the DL&W at Delaware, New Jersey via the Blairstown Railway. Due to the increased volume of traffic, the railroad was double-tracked from Paterson to Jersey City in 1887. To reach the port on the Hudson River waterfront, traffic was handed off to the Pennsylvania Railroad at Marion Junction via the Hudson Connecting Railway. To keep more of the line haul revenue for themselves, the Susquehanna extended their line from their Little Ferry Yard through the new Palisades Tunnel to a new terminal at Edgewater where they had constructed coal docks for transfer from train to boat in 1892. The NYSW also reached west of the Delaware River and leased the Wilkes-Barre and Eastern Railroad to access the Scranton area directly and divert traffic away from the Lackawanna.[10]

American financier J.P. Morgan began to take notice of this rapidly expanding coal-hauler, and quietly bought up its stock on behalf of the Erie Railroad. The railroad was leased in 1898 by the Erie, which soon after took over complete operation of the line.[8][11][12]

The NYS&W was reported as the first Class I railroad in the US to completely replace its steam locomotives with internal combustion motive power, in the form of diesel electric locomotives, in early June 1945.[13] By that time the railroad was profitably operating a suburban commuter passenger service across New Jersey, as well as being a bridge line for freight connecting to several regional carriers.[14] Motorailers were employed for passenger service.

The NYS&W fell on hard times during the economic recession of 1957. The NYS&W lost its western connection to the Lehigh and New England Railroad when the L&NE ceased operations in 1961, resulting in the NYS&W pulling up all its track west of Sparta Junction (which now comprises what is now known as the Paulinskill Valley Trail). Thereafter, the NYS&W sold-off its nearly new Budd passenger cars and replaced them with second-hand used equipment. Desperate to close its money-losing commuter service, the railroad's trustees offered its commuters $1,000 each to stop using the trains. Permission to end commuter service was granted in 1966. Washouts caused by Tropical Storm Doria (1971) cut off other connections, and the railroad retreated to Butler, New Jersey.

Under ownership of the Delaware Otsego Corporation[edit]

RDC M-5, used on NYS&W's Syracuse passenger operation OnTrack, now at Conway Scenic Railroad[15]

The NYS&W declared bankruptcy in 1976 after failing to pay New Jersey state taxes, though managed to stay out of Conrail, which had surrounded it. The bankruptcy court ordered that the railroad be abandoned and its assets sold. By then, the NYS&W was down to a 43-mile (69 km) line from Croxton and Edgewater through Paterson to Butler. The State of New Jersey, aware of Delaware Otsego Corporation's reputation at rehabilitating short lines, asked them to take over the railroad.

Delaware Otsego was founded in 1966 to operate a 2.6 mi (4.2 km) section of the former New York Central Railroad Catskill Mountain Branch outside Oneonta, New York. This was the first of many cast-off short line acquisitions. Between 1971 and 1986, D.O. acquired several other branches and short lines, including the Cooperstown Branch of the Delaware & Hudson Railway in 1971; the Richfield Springs Branch of the Erie Lackawanna Railway (EL) in 1973; the Fonda, Johnstown and Gloversville Railroad in 1974 and the EL Honesdale Branch in 1976.[11]

In 1980, the Delaware Otsego Corporation purchased the New York, Susquehanna and Western Railway.[11]

In 1988, Guilford Transportation Industries, (now Pan Am Railways), then owner of The Delaware and Hudson Railway, declared that road bankrupt and abandoned it after two nasty labor strikes. The New York, Susquehanna and Western Railway was ordered by the federal government to operate the D&H until a new buyer could be found. In 1990, CP Rail (now Canadian Pacific) bought the Delaware & Hudson Railway System.

1990 saw the NYS&W end service on its Edgewater Branch, a 1.5-mile (2.4 km) long line connecting its former Hudson River terminal with the mainline in Fairview at Undercliff Junction. As of 2008, the tunnel carries a pipeline owned by the Amerada Hess Corporation.

In 1994, Onondaga County, New York purchased the former Delaware, Lackawanna and Western Railroad (DL&W) line into Syracuse, with the provision that the NYS&W operate RDC service in Syracuse between Syracuse University, Armory Square and the Carousel Mall, with the option for further routes, leading to the creation of OnTrack. With operations on this segment, the Syracuse branch was rehabilitated and the Conrail interchange relocated. Regular steam excursions were offered and RDCs refurbished for OnTrack use. Intermodal trains rolled beyond Binghamton to Syracuse for interchange with Conrail. After a few years, regular excursions were halted.

New ownership[edit]

With the impending break-up of the Conrail system to Norfolk Southern Railway and CSX Transportation, the NYS&W was a ripe target for acquisition, as it could potentially siphon lucrative traffic away from either road. On October 3, 1997, DOCP Acquisition LLC announced it had completed the short-form merger of Delaware Otsego Corporation (NASDAQ:DOCP) with a wholly owned subsidiary via a stock tender offer of $22 per share.[16]

This deal essentially brought the New York, Susquehanna & Western Railway (NYS&W), under control of Norfolk Southern and CSX, as DOCP Acquisition LLC was owned 10% by Norfolk Southern, 10% by CSX and 80% by Walter G. Rich of the Delaware Otsego Corporation.[17]

In 2005, the NYS&W leased the former Erie Main Line from Port Jervis to Binghamton from Norfolk Southern. Leased and operated under the name Central New York Railroad (CNYK), the CNYK is a "paper" railroad and all train operations and line maintenance is performed by Susquehanna personnel, while Norfolk Southern Railway retains overhead trackage rights. Currently,[when?] there are only 6 trains a week operated by the NYS&W on the line, one in each direction, three times a week. The Stourbridge Railroad (SBRR) depends on the NYS&W for interchange at Lackawaxen, Pennsylvania.

In 2006, NYSW's Utica Main Line had storm damage. The storm damage washed out sections of track in Chenango County putting the branch to Utica out of service. NYS&W continued serving customers on the line in the Utica area and south to Sangerfield from the CSX connection in Utica. In 2011, a project to restore the line was started by the Chenango County Industrial Development Agency with funding by the agency, Chenango County, the New York State Department of Transportation, and the federal Economic Development Administration. Work began in March 2016 with the clearing of brush along the 45.5-mile (73.2 km) right-of-way in Chenango County. Subsequent work included filling in washouts, replacing ties, resurfacing bridge decks, repairing and reactivating crossing signals, and other repairs. The restoration project was completed and rail service restored in May 2017.[18]

On August 9, 2007, Delaware Otsego founder Walter Rich died of pancreatic cancer.[19] After Rich's death, the new president, Nathan Fenno, canceled all passenger operations and excursions and the fleet used on them was sold-off. Many older diesel locomotives were sidelined, retired and sold during this time as well.

In July 2011, NYS&W took possession of five leased CEFX locomotives, to ease the railroad's continually worsening power shortage. These five locomotives were used as a supplement to its current EMD 645 fleet in road train service, and occasionally on local duty. It was not uncommon to see road train line-ups consisting of entirely-leased power.

In 2021, the railway formally abandoned the Lodi and Passaic branch lines.[20]

Passenger service restoration[edit]

The Bergen-Passaic Rail Line was a New Jersey Transit initiative in the mid-2000s, studying restoration of passenger service on a segment of NYS&W trackage between Sparta and Hackensack, New Jersey to alleviate traffic congestion on Route 23. The project encountered delays when a suitable location for a NJ Transit rail storage yard in or near Sparta could not be agreed upon. In October 2015, U.S. Congressman Bill Pascrell joined state legislators in creating a coalition to revive the project,[21] and in January 2016 the local governments of the involved municipalities passed concurrent resolutions to restart the project.[22]

New FRA-compliant diesel multiple unit rail cars will be used.[23][24][25] The project has been promoted via social networking blogs and Facebook,[26] resulting in Kinnelon officials publicly voicing support for the project.[27]

Chinese steam operations and history[edit]

NYS&W #142 pulling an excursion train in Cortland, New York, in May 1992

In the 1990s, NYS&W President Walter Rich wanted a China Railways SY type steam locomotive.[citation needed] The engine purchased, SY 1698M, was to be NYS&W #141, delivered eventually to Syracuse, New York. Transport was to be by cargo ship from the Tangshan Works in China via the Indian Ocean. Due to the Gulf War, shipment was delayed for several months.[citation needed] Then, the Norwegian freighter M/V Braut Team encountered a major cyclone in the Indian Ocean, flooded and sank on June 7, 1991, in the Bay of Bengal with all cargo lost.[28][29]

After the loss of #141, NYS&W made an offer to the Valley Railroad to purchase their Tangshan-built SY #1647 steam locomotive, which the Valley Railroad accepted in 1992.[30] The engine, altered and painted to look like a 1920s-era engine, was lettered and renumbered to #142, the next locomotive after the lost #141. The engine made runs throughout the NYS&W system, participating in such events such as the Steamtown National Historic Site grand opening in 1995,[31] the Dunellen Railroad Days and Lincoln Park Railroad Days. The engine also has double-headed with other steam locomotives, such as Chesapeake & Ohio #614 and Milwaukee Road #261. The engine is now operated by the Belvidere and Delaware River Railway for tourist excursions along the Delaware River. The locomotive was pulled from service in late 2017 for a rebuild, which had not yet been completed as of late 2022.[32]

Connections with other railroads[edit]

  1. CSX Transportation - Syracuse, New York; Utica, New York; North Bergen, New Jersey
  2. Norfolk Southern Railway - Binghamton, New York, Marion Junction (New Jersey) and the Passaic Junction (rail yard) rail yard in Saddle Brook, New Jersey
  • The railroad has connections with five other railroads:
  1. Morristown & Erie Railway and New Jersey Transit - Passaic Junction (rail yard), Saddle Brook, New Jersey
  2. Middletown and New Jersey Railroad - Warwick, New York
  3. Finger Lakes Railway - Syracuse, New York
  4. Mohawk, Adirondack and Northern Railroad (MHWA) - Utica, New York
  5. Stourbridge Railroad - Lackawaxen, Pennsylvania


State Location Station Miles (km) Date
NJ Jersey City Pavonia Terminal 0.0 miles (0 km) December 1, 1911[34] December 12, 1958[35] Until December 1, 1911, the railroad used the Pennsylvania Railroad's Exchange Place Terminal.[34]
North Bergen Susquehanna Transfer August 1, 1939[36] June 30, 1966[37] From December 13, 1958–June 30, 1966, Susquehanna Transfer served as the southern terminus of the railroad. The station shared service with the Erie Railroad Northern Branch.
North Bergen 6.0 miles (9.7 km) June 30, 1966[37] Shared service with the Erie Railroad Northern Branch
New Durham 6.9 miles (11.1 km) March 11, 1872[38] June 30, 1966[37] Shared service with the Erie Railroad Northern Branch
Northern Branch forks off at Granton Junction
Babbitt 8.5 miles (13.7 km) June 30, 1966[37]
Ridgefield Park Little Ferry 11.1 miles (17.9 km) June 30, 1966[37] Name of station (and associated freight yard) derived from Little Ferry, the ferry service that formerly operated across the Hackensack River here; the municipality of Little Ferry on the other side of the river was also named for the ferry service.
Ridgefield Park 11.8 miles (19.0 km) March 11, 1872[38] June 30, 1966[37] Station co-served with the West Shore Railroad of the New York Central Railroad until they discontinued passenger service on December 10, 1959.[39] The original wooden passenger station was replaced by an ornate brick structure that opened on August 20, 1927.[40]
Bogota Bogota 13.2 miles (21.2 km) March 11, 1872[38] June 30, 1966[37]
Hackensack Hackensack 13.9 miles (22.4 km) March 11, 1872[38] June 30, 1966[37]
Prospect Avenue 14.6 miles (23.5 km) June 30, 1966[37]
Lodi Branch forked off west of Prospect Avenue
Maywood Maywood 15.3 miles (24.6 km) March 11, 1872[38] June 30, 1966[37]
Rochelle Park Rochelle Park 16.1 miles (25.9 km) June 30, 1966[37]
Saddle Brook Passaic Junction 17.4 miles (28.0 km)
Passaic Branch forked off at Passaic Junction
East Paterson East Paterson 18.6 miles (29.9 km) March 11, 1872[38] June 30, 1966[37] The station was known as Dundee Lake until October 1928, 12 years after the borough changed names to East Paterson.[41] Damaged in a fire on October 13, 1969, the railroad demolished the station soon after.[42]
Paterson Vreeland Avenue 19.3 miles (31.1 km) June 30, 1966[37] The railroad demolished the original wooden Vreeland Avenue station in 1949 and replaced it with a brick structure that opened in September.[43]
Broadway 20.5 miles (33.0 km) March 11, 1872[38] June 30, 1966[37] The station served as junction to the Paterson City Branch, which discontinued service on January 8, 1960.[44] The station, abandoned for 12 years, burned on June 24, 1978.[45]
Paterson City Branch forked off to Paterson City station.
Riverside 21.9 miles (35.2 km) March 11, 1872[38] June 30, 1966[37]
Hawthorne Hawthorne 22.8 miles (36.7 km) March 11, 1872[38] June 30, 1966[37]
North Hawthorne 23.4 miles (37.7 km) March 11, 1872[38] June 30, 1966[37] The station at North Hawthorne was first known as Van Winkles, named after a local family who donated the land for the new station and railway. Despite protests from the family, the Susquehanna moved the station to its modern location on May 24, 1891, when the railroad changed the name to North Paterson. The name changed again in 1923 to North Hawthorne.[46]
Midland Park Midland Park 25.2 miles (40.6 km) March 11, 1872[38] June 30, 1966[37] Midland Park station burned on August 28, 1985, while serving as a furniture stripping company building.[47]
Wortendyke 26.5 miles (42.6 km) March 11, 1872[38] June 30, 1966[37] Wortendyke served as the home of the car repair shops until a fire on December 27, 1891. The shops were not rebuilt at Wortendyke, but moved to North Paterson station in 1892.[46]
Wyckoff Wyckoff 28.0 miles (45.1 km) March 11, 1872[38] June 30, 1966[37]
Franklin Lakes Campgaw 29.7 miles (47.8 km) March 11, 1872[38] June 30, 1966[37]
Crystal Lake 30.7 miles (49.4 km) March 11, 1872[38]
Oakland Oakland 32.0 miles (51.5 km) March 11, 1872[38] June 30, 1966[37] Oakland station came down on November 25, 1957, to be replaced by a post office that included a small area for a railroad office.[48]
West Oakland
Pompton Lakes Pompton Lakes 35.0 miles (56.3 km) March 11, 1872[38] June 30, 1966[37]
Pompton Junction 35.6 miles (57.3 km) January 1, 1873[49][50] This station marked a junction with the Erie Railroad's New York and Greenwood Lake Railway. The abandoned station burned to the ground on May 8, 1941.[51]
Riverdale Bloomingdale 36.8 miles (59.2 km) March 11, 1872[38] Despite being named after the borough of Bloomingdale, the station was actually in nearby Riverdale.
Butler Butler 38.0 miles (61.2 km) March 11, 1872[38] June 30, 1966[37] Formerly known as West Bloomingdale, Butler served as the northern terminus of commuter passenger service until its discontinuation on June 30, 1966.[37]
West Milford Smiths Mills 39 miles (63 km) March 11, 1872[38]
Wharton and Northern Railroad merges with the railroad at Green Pond Junction
Charlotteburgh 43.4 miles (69.8 km) March 11, 1872[38]
August 7, 1942[52][53]
March 21, 1941
September 1944[54]
Macopin Lake Branch forks off at Macopin Lake Junction
Newfoundland 45.1 miles (72.6 km) March 11, 1872[38]
August 7, 1942[52]
March 21, 1941
September 1944[54]
Oak Ridge 47.0 miles (75.6 km)
August 7, 1942[52]
March 21, 1941
September 1944[54]
Hardyston Township Stockholm 50.4 miles (81.1 km)
August 7, 1942[52]
March 21, 1941
September 1944[54]
Beaver Lake 53.9 miles (86.7 km)
August 7, 1942[52]
March 21, 1941
September 1944[54]
Hanford Branch forked off at Beaver Lake station
Ogdensburg South Ogdensburg 57 miles (92 km)
Sparta Sparta 60.2 miles (96.9 km) Sparta station burned in an early morning fire on September 3, 2012.[55]
Sparta Junction 63.1 miles (101.5 km)
Lafayette Township Hyper-Humus 65.9 miles (106.1 km) Junction with the Delaware, Lackawanna and Western Railroad's Sussex Branch
Hampton Township Halsey 68.4 miles (110.1 km)
Swartswood 71.3 miles (114.7 km)
Stillwater Township Emmaus
Stillwater 75.3 miles (121.2 km)
Frelinghuysen Township Paulina
Marksboro 79.8 miles (128.4 km)
Blairstown Blairstown 82.9 miles (133.4 km)
Kalarama 84.7 miles (136.3 km) Citing low sales, the station at Kalarama was to be moved to Vails in a similar fashion to North Hawthorne. The station fell off the rail platform it had been moved to, tumbled down an embankment, and fell apart.[56]
Vail 86.5 miles (139.2 km)
Knowlton Township Hainesburg 89.1 miles (143.4 km)
Hainesburg Junction 89.4 miles (143.9 km)
Warrington 91 miles (146 km)
Delaware Branch forked off after Warrington station
Columbia 91.7 miles (147.6 km)
Pahaquarry Township Howeys Howeys station was a summer flag stop east of Dunnfield.[57]
Dunnfield 95.3 miles (153.4 km) February 16, 1941[58]
Delaware River
PA Smithfield Township Water Gap 97.9 miles (157.6 km) February 16, 1941[58]
Stroudsburg Stroudsburg 101.2 miles (162.9 km) February 16, 1941[58]
Wilkes-Barre and Eastern Railroad forked off west of Stroudsburg
Gravel Place 103.6 miles (166.7 km) February 16, 1941[58] Western terminus of NYSW

Rolling stock[edit]

Road Number(s) Photo Manufacturer Model Powertrain Notes
3012, 3016 Nysw3012sd33eco(2).jpg EMD SD33ECO Rebuilt SD40T-2's
3010, 3014 NYSW SD40T-2 3014.jpg SD40T-2 ex-SP "tunnel motor"
3018, 3022, 3024 NYSW 3024sc.png SD40-2 3024 painted in the “Black Jacket” paint scheme
3040 GP40
3618, 3634 NYSW-SD45-3618.jpg SD45-2
4060, 4062, 4064, 4066 NYSW 4060sc.png SD70M-2 ex-NS, painted in the “Black Jacket” paint scheme


See also[edit]


  1. ^ "Home Page of NYSW".
  2. ^ "DELAWARE OTSEGO CORP Annual Report (Regulation S-K, item 405) (10-K405) Item 2. PROPERTIES". Archived from the original on 30 September 2007. Retrieved 17 January 2022.
  3. ^ "Six Railroads Consolidated; The New-Jersey Midland To Be Carried Into The Coal-Fields" (PDF). The New York Times. June 12, 1881.
  4. ^ Kaminski, Edward S. (January 2010). Maywood: The Borough, the Railroad, and the Station. ISBN 9780738572345.
  5. ^ "The History of the N Y S & W Rai". Archived from the original on 8 April 2005. Retrieved 17 January 2022.
  6. ^ Archived at Ghostarchive and the Wayback Machine: ""From City To Hills"". YouTube.
  7. ^ Mohowski, Robert E. (2003). The New York, Susquehanna & Western Railroad. Baltimore: JHU Press. p. 175. ISBN 9780801872228.
  8. ^ a b Robert E. Mohowski (2003). The New York Susquehanna & Western Railroad. The Johns Hopkins University Press. ISBN 0-8018-7222-7
  9. ^ a b Krause, John, New York, Susquehanna & Western Railroad, Carstens Publications, 1991, p. 5
  10. ^ Krause, John, New York, Susquehanna & Western Railroad, Carstens Publications, 1991, p. 6
  11. ^ a b c Drury, George H. (1992). The Train-Watcher's Guide to North American Railroads: A Contemporary Reference to the Major railroads of the U.S., Canada and Mexico. Waukesha, Wisconsin: Kalmbach Publishing. pp. 173–175. ISBN 0-89024-131-7.
  12. ^ "Six Railroads to Consolidate" (PDF). The New York Times. Retrieved June 5, 2012.
  13. ^ Page 4, Trains magazine, August 1945
  14. ^ Ashley, W.W.,"Susquehanna," Trains magazine, July 1947
  15. ^ "Conway Scenic Railroad | Heritage Railway in North Conway, NH".
  16. ^ "DOCP Acquisition LLC Completes Merger of Delaware Otsego Corp. - Business Wire | HighBeam Research: Online Press Releases". Archived from the original on 16 May 2011. Retrieved 17 January 2022.
  17. ^ "" Docp Acquisition LLC " - Filings - Page 1". SEC Info. Archived from the original on 2012-09-14. Retrieved 2016-11-28.
  18. ^ "Railroad revitalization leads to new economic opportunities in Chenango County". Retrieved 2017-09-12.
  19. ^ Grace, Tom (2007-08-10). "Railroad chairman Rich dies". The Daily Star.[permanent dead link]
  20. ^ "The New York, Susquehanna and Western Railway Corporation—Abandonment Exemption—in Bergen County, N.J." (PDF). Retrieved 2021-11-14.
  21. ^ Higgs, Larry (October 30, 2015). "Coalition to revive Passaic, Bergen, Hudson light rail plan". Retrieved November 4, 2018.
  22. ^ "Municipalities Pass Resolutions Supporting Passaic-Bergen Rail Project" (Press release). Passaic County. January 15, 2016. Archived from the original on June 29, 2016. Retrieved September 16, 2016.
  23. ^ "NJ Transit design and engineering services for the Passaic-Bergen Passenger restoration project". Systra Consulting. Archived from the original on 2013-02-03. Retrieved 2012-05-05.
  24. ^ Freemark, Yonah (May 14, 2009). "Making Links in North Jersey". The Transport Politic. Retrieved 2014-05-16.
  25. ^ "Passaic-Bergen Rail Plan Advances" (Press release). New Jersey Transit. April 1, 2007. Retrieved 2005-05-21.
  26. ^ "Restore Passenger Service on the New York, Susquehanna and Western Rail Line". Retrieved 2016-11-28.
  27. ^ "Kinnelon mayor wants commuter trains to return - News". Retrieved 2016-11-28.
  28. ^ Hudson, Mike; Atkins, Philip (September 2007). "Locos lost at sea. The all-time definitive record". The Railway Magazine. Vol. 153, no. 1277. IPC Media Ltd. pp. 14–19. ISSN 0033-8923.
  29. ^ "The Business Times". Singapore. June 10, 1991. p. 30.
  30. ^ Soloman, Brian (2012). North American Locomotives:A Railroad-by-Railroad Photohistory. Voyageur Press.
  31. ^ Archived at Ghostarchive and the Wayback Machine: "PT 1 Steamtown: Grand Open. Parade of Steam". YouTube.
  32. ^ "Delaware River Railroad Excursions".
  33. ^ "Home Page of NYSW". Retrieved 2016-11-28.
  34. ^ a b "Erie's Fight for Terminal". The Paterson Morning Call. November 30, 1911. p. 9. Retrieved October 24, 2020 – via open access
  35. ^ "Final Trip Slated for Erie Ferryboat". The Bergen Evening Record. Hackensack, New Jersey. December 12, 1958. p. 1. Retrieved October 23, 2020 – via open access
  36. ^ "Modified Rapid Transit in Bergen". The Bergen Evening Record. Hackensack, New Jersey. August 1, 1939. p. 20. Retrieved October 23, 2020 – via open access
  37. ^ a b c d e f g h i j k l m n o p q r s t u v w x y "Susquehanna Commuter Service Ends". The Herald-News. Passaic, New Jersey. July 1, 1966. p. 1. Retrieved October 23, 2020 – via open access
  38. ^ a b c d e f g h i j k l m n o p q r s t u v Kaminski, Edward S. (July 31, 2002). Maywood Railroad Station National Register of Historic Places Form (Report). p. 9. Retrieved October 23, 2020.
  39. ^ "Weehawken-Haverstraw Line to Chug Last Mile Tonight". The Asbury Park Evening Press. December 10, 1959. p. 32. Retrieved October 23, 2020 – via open access
  40. ^ "Ridgefield Park's New Railroad Depot Opened With Parade and Dinner". The Bergen Evening Record. Hackensack, New Jersey. August 22, 1927. p. 5. Retrieved October 23, 2020 – via open access
  41. ^ "Railroad Station Now Has Name of Borough". The Passaic Daily Herald. October 18, 1928. p. 21. Retrieved October 23, 2020 – via open access
  42. ^ "Railroad Station to be Demolished". The Bergen Record. Hackensack, New Jersey. November 20, 1969. p. C3. Retrieved October 23, 2020 – via open access
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