New York, Susquehanna and Western Railway

Map of the New York, Susquehanna and Western Railway routes inNew Jersey,New York, andPennsylvania
NYS&W freight train No. SU-99 atBogota, New Jersey, on June 2, 2021
Overview
Headquarters	Cooperstown, New York, U.S.
Reporting mark	NYSW
Locale	New Jersey New York Pennsylvania, U.S.
Dates of operation	1881–present
Technical
Track gauge	4 ft 8+1⁄2 in (1,435 mm)standard gauge
Length	400 mi (640 km)
Other
Website	www.nysw.com
Route map v t e New York, Susquehanna and Western Railway Legend ConrailNorthern Branch CSXBergen Subdivision I-495 Susquehanna Transfer 6.0 North Bergen 6.8 New Durham Babbitt Hudson–Bergen Light Rail CSX North Bergen Yard 8.0 CSX Northern Branch 9.8 Edgewater Branch Little Ferry Yard 10.9 Little Ferry 11.6 Ridgefield Park CSXRiver Subdivision 13.1 Bogota 13.7 Hackensack NJTPascack Valley Line 14.6 Prospect Ave Lodi Industrial 15.2 Maywood 15.9 Rochelle Park Route 17 I-80 Passaic Junction Yard 17.4 NJTBergen County Line Passaic Branch G.S. Parkway I-80 18.5 East Paterson 19.1 Vreeland Ave 20.3 Paterson NJTMain Line 22.6 Hawthorne 23.2 North Hawthorne Route 208 25.0 Midland Park 26.3 Wortendyke 27.7 Wyckoff 29.4 Campgaw 30.5 Crystal Lake Route 208 31.8 Oakland Ramapo River West Oakland 34.8 Pompton Lakes 35.4 Pompton Junction New York & Greenwood Lake Ry I-287 36.6 Bloomingdale 37.7 Butler 39.6 Smith's Mills Route 23 CNJHigh Bridge Branch 42.7 Green Pond Jctrdt 43.2 Charlotteburg 44.9 Newfoundland 46.8 Oak Ridge Route 23 50.2 Stockholm 53.7 Beaver Lake Route 23 Hanford/Middletown Branch 56.7 South Ogdensburg 60.7 Sparta Lehigh & Hudson River Limecrest Industrial 62.9 Paulinskill Valley Trail (former Mainline) Franklin Route 23 Hamburg 73.2 McAfee 76.8 Vernon New Jersey New York Warwick 13.0 Sugar Loaf NY 17 12.6 Chester Orange Heritage Trailway former Erie Main Line Campbell Hall Junction I-84 Middletown NY 17 Otisville Tunnel Otisville Port Jervis New York Pennsylvania Delaware River Mill Rift Shohola Lackawaxen Stourbridge Railroad Pennsylvania New York Delaware River Narrowsburg Cochecton Callicoon Hancock NY 17 Deposit NY 17 Gulf Summit New York Pennsylvania Starrucca Viaduct Susquehanna I-81 Great Bend Pennsylvania New York Conklin Yard Binghamton Binghamton Yard v t e New York, Susquehanna and Western Legend Passenger service 1939–1966 Butler Yard Butler Bloomingdale I-287 New York & Greenwood Lake Pompton Junction Pompton Lakes West Oakland Ramapo River Oakland Crystal Lake Campgaw Wyckoff Goffle Brook Wortendyke Midland Park Goffle Brook Route 208 North Hawthorne Hawthorne Erie Main Line Passaic River Riverside –Paterson Paterson City Branch Broadway–Paterson Vreeland Avenue – Paterson Passaic River I-80 Route 17 East Paterson Passaic Branch Norfolk Southern / NJTBergen County Line Passaic Junction Passaic Junction Yard I-80 Rochelle Park G.S. Parkway Maywood Lodi Branch Prospect Avenue ErieNew Jersey & New York RR (NJTPascack Valley Line) Hackensack River Street Hackensack River Bogota West Shore RR/ CSXRiver Subdivision US 46 Ridgefield Park CP5 Overpeck Creek Little Ferry Yard N.J. Turnpike Western Spur N.J. Turnpike Eastern Spur Edgewater Branch ErieNorthern Branch Babbitt Granton Junction West Shore RR/ Hudson–Bergen Light Rail New Durham North Bergen Susquehanna Transfer I-495 Lincoln Tunnel approach Pennsylvania RRNortheast Corridor (NJTNortheast Corridor Line) West End Yard (Landbridge Terminal) end ofErie trackage rights toCroxton Yard Erie Main Line/ NY&GLNewark Branch Marion Junction:Northern Branch and PRRPassaic & Harsimus Line US 1/9 DL&W Montclair/ Morris & Essex RR (NJTMontclair/M&E/Main Lines) to Long Dock Tunnel & National Docks Secondary Bergen Arches Erie Yards Pavonia Terminal

TheNew York, Susquehanna and Western Railway (reporting markNYSW), also referred to as theSusie-Q or theSusquehanna, and formerly theNew York, Susquehanna and Western Railroad, is an AmericanClass IIfreight railway operating over 400 miles (640 km) of trackage in the states ofNew Jersey,New York, andPennsylvania.

The NYS&W was formed in 1881 out of a merger of six smaller railroads.^[1][2] After formation, the new NYS&W's primary business concern was transportinganthracite coal out of Pennsylvania'sWyoming Valleycoal region, a business that would last into the twentieth century.^[3] From 1898 to 1940, the NYS&W operated as a subsidiary of theErie Railroad afterJP Morgan purchased a majority stake on the Erie's behalf.^[4] The Susquehanna emerged from the Erie's control in 1940 as part of a bankruptcy reorganization begun in 1937. Around this time the railroad began winding down its coal operations until finally discontinuing them completely in 1951.^[a] This followed years of declines in coal usage due to the rapid growth of thepetroleum industry. The railroad had also proclaimed itself completely dieselized by 1945.^[5][b]

By the early 1950s, the NYS&W changed their primary source of income to their commuter trains. Running as far west asButler, the railroad advertised a bus connection toNew York City viaSusquehanna Transfer beginning in late 1939, taking advantage of the recently openedLincoln Tunnel. By 1955 however, passenger services were losing money for the company. All of their commuter services were discontinued in 1966, and by that time, the railroad experienced additional financial troubles from a loss of freight customers and interchange partners.^[6] The seventies spelled out even harder times for the railroad and it fell into its second bankruptcy by 1976.^[7][8]

In 1980, the NYS&W was purchased by theDelaware Otsego Corporation (DO),^[9] who reorganized and expanded the railway's operations and finances. The Susquehanna also then benefited fromConrail's monopoly in the northeastern U.S., by operating competingintermodal trains until 1999, when Conrail was split betweenNorfolk Southern (NS) andCSX.

As of 2026, the NYS&W consists of a southern division and a northern division. The southern division runs betweenJersey City, New Jersey andBinghamton, New York and contains what is left of the original NYS&W mainline. The northern division, formed by two branches north of Binghamton, servesUtica andSyracuse and was purchased in 1982.^[10] The two divisions are connected via trackage rights over a segment of theSouthern Tier Line.

The earliest origins of the New York, Susquehanna and Western Railway trace back to 1828, when John Langdon Sullivan surveyed the first route acrossnorthern New Jersey with the intent of transportingPennsylvania coal by rail to industrialPaterson, New Jersey. WhileNew Jersey industry had supply of iron ore, it needed local sources of coal to smelt it following shortages of British coal after theWar of 1812.^[3][11] TheMorris Canal had begun operation for this purpose by 1831, but was seasonal and slow; industry demanded better. Nothing was done with Sullivan's plans until the New Jersey, Hudson and Delaware Railroad (NJH&D) was chartered by a group ofPaterson, New Jersey businessmen in 1832.^[12] Due to financial difficulties incurred during thePanic of 1837, the company did not construct anything until 1867,^[12][13] but its charter remained active. Further set back by thePanic of 1857, the railroad sold its charter to the Pennsylvania Coal Company.^[12][14] Following the events of theCivil War though, canals became disused, and a major railroad boom began throughout the United States.^[12]

By the mid-1860s, several companies were formed to create railroads across northern New Jersey. The earliest of these, the Hoboken, Ridgefield and Paterson Railroad (HR&P), was chartered in March of 1866 to connect Paterson with theports along theHudson River waterfront; various logistical issues ensured this company would not actually build anything.^[15] The most successful attempt was by the New Jersey Western Railroad (NJW), which was founded by Cornelius Wortendyke in 1867. That railroad began laying track atHawthorne the following year.^[16] They soon completed a line betweenHawthorne andButler.

In 1866, the New York and Oswego Midland Railroad (NY&OM) was incorporated in New York State under the leadership ofDeWitt Clinton Littlejohn. His plan was to provide a connection from New York City to the port city ofOswego, New York onLake Ontario. Construction on their trackage began at Oswego two years later.^[12] However, Wortendyke had no charter to build in New Jersey, a necessity in reaching New York City.

The NJW quickly decided to shift its focus towards connecting their route with the NY&OM to benefit both railroads. Cornelius Wortendyke signed an agreement with DeWitt Littlejohn, where the two companies would lease and access each other's routes.^[12] By 1870, the NJW expanded westward fromHackensack to Hanford, but in doing so, they encountered the NJH&D^[c] and the Sussex Valley Railroad, which had already obtained resources and begun work. The Sussex Valley had been chartered in 1867 to build south from the New Jersey-New York state line to theDelaware Water Gap.^[16][12][17]

By 1870, all four railroads decided it would be convenient to consolidate the work that had already been completed, so they merged together to create theNew Jersey Midland Railway (NJM or Midland). Concurrently, the NY&OM expanded toMiddletown, New York, and they leased theMiddletown, Unionville and Water Gap Railroad (MU&WG), since it had provided a connection between the NY&OM at Middletown and the NJM at Hanford. The first Midland train to Butler ran on April 27, 1871, with the first train between Jersey City and Middletown running May 1, 1872,^{[18][12][19][20]} having completed construction on their final stretch of trackage from Hackensack toJersey City, using trackage rights over thePennsylvania Railroad'sNew Jersey Rail Road and Transportation Company.^[21][12]

In 1872, the NJM formally became leased by the NY&OM. On July 9, 1873, the first train over the NY&OM and NJM was operated from Oswego to Jersey City.^[22] With the inaugural run, the two railroads created the third trunk railroad line to connect New York City and the Great Lakes region, but the ongoingPanic of 1873 quickly affected the finances of both companies, with the NY&OM falling under receivership.^[22][23]

The NY&OM suspended all lease payments, and their partnership with the NJM was quickly put to an end.^[24] The NY&OM was later reorganized as theNew York, Ontario and Western Railway (NYO&W) in 1879, and they began forming a separate partnership with theWest Shore Railroad (later theNew York Central Railroad (NYC) to access New York City.^[24] The NJM took over the lease of the MU&WG, but in 1875, the NJM was also put into receivership from theafter affects of the Panic, and James McCulloh andGarret Hobart served as the NJM's receivers.^[12][25]

In 1880, investors from the original NJM regrouped and reorganized the company as the Midland Railroad of New Jersey, with Hobart serving as their president, and the company regained their finances by serving New Jersey industrial firms.^[12] The investors decided to profit from hauling anthracite out of Pennsylvania, and they chartered the New York and Scranton Construction Company, which in turn chartered four other small companies, to lay down portions of the NJM route from New Jersey to Pennsylvania.^[26]

On June 17, 1881, the Midland Railroad of New Jersey was consolidated with five other companies to form the New York, Susquehanna and Western Railroad (NYS&W); "Susquehanna" was incorporated in the name, since one of the company's goals was to reach theSusquehanna River.^[16][26][27]

In 1882, the new NYS&W railroad extended westward toGravel Place, Pennsylvania, but they were originally reluctant to extend through thePocono Mountains, so they began to outsource their coal traffic to theDelaware, Lackawanna and Western Railroad (DL&W) and interchange with them atStroudsburg.^[16][28] To reach the Hudson River waterfront ports, the NYS&W would transfer their coal traffic to the Pennsylvania Railroad atMarion Junction via the Hudson Connecting Railway.^[16]

The NYS&W also began operating passenger trains.^[28] By the late 1880s, the NYS&W's profitability boomed from their coal-hauling business and from their industrial and farmer customers.^[29] In 1887, the railroad laid down a double-track route from Paterson to Jersey City to accommodate their rising traffic.^[28]

In 1892, the Susquehanna ended their transfer partnerships with the DL&W and the PRR, when they extended their own line eastward from theirLittle Ferry Yard to a new coal terminal atEdgewater, and they began leasing the newly charteredWilkes-Barre and Eastern Railroad (WB&E) between Stroudsburg andWilkes-Barre, for direct coal mine access.^[16][28] In 1896, the NYS&W chartered the Susquehanna Connecting Railroad to directly access theWyoming Valley south ofScranton, and to divert coal traffic away from the DL&W.^[28]

Map of the NYS&W under the Erie Railroad

The NYS&W's prosperity caught the attention of an influential financer,J. P. Morgan, and a company he financed, theErie Railroad.^[28] The Erie already had access to coal mines north of Scranton, but they desired to also access the mines south of the area, and they believed the Susquehanna provided the best route there.^[16]

On behalf of the Erie, Morgan quietly purchased the NYS&W's stock until he obtained the majority of their shares, and by July 1898, the Erie took over control of all of the railroad's operations, making the Susquehanna their subsidiary.^[30][31][26] In 1908, the Susquehanna purchased their final new steam locomotive,2-8-0 No. 140, from theBaldwin Locomotive Works; all of their subsequent steam locomotives were either leased or purchased second-hand from the Erie.^[32]

In 1911, the Susquehanna's Jersey City passenger terminus was moved from the PRR'sExchange Place Station to the Erie'sPavonia Terminal, and their freight terminus was moved from the PRR'sMarion yards to the Erie'sCroxton yards.^[28][33] In 1923, the Susquehanna's total gross income peaked at $5.5 million.^[28]

The Erie subsequently invested in rebuilding and upgrading the NYS&W's trackage and bridges. During the 1920s, the Erie began operating under the control of theVan Sweringen brothers, and they installed a new president for the Erie,John J. Bernet.^[28] During Bernet's tenure for the Erie, he initiated a major modernization program for the Susquehanna; most of the railroad's original steam locomotives and wooden passenger cars were scrapped and replaced with newer Erie equipment.^[16][28]

Throughout the 1930s, the NYS&W experienced some major financial problems from theGreat Depression, and the Erie began to neglect them.^[16] The general demand for anthracite coal was declining, and while other anthracite-hauling railroads were able to change their freight priorities, the NYS&W struggled to follow suit.^[7]

During 1937, the railroad defaulted on some major bonds and taxes they owed, and on June 1, they filed for bankruptcy and reorganization.^[34][35] That same month, the bankruptcy court appointed two co-trustees to the NYS&W;Walter Kidde and Hudson Bordwell, but the latter died only five months into his position, making the former their sole trustee.^[35][36]

Walter Kidde, who had no prior experience in operating railroads, began to explore ways of reorganizing the NYS&W and its assets.^[37][35] The first task he did was to terminate the company's lease of the Wilkes-Barre and Eastern, effectively ending their anthracite coal operations, and the WB&E was quickly shut down and ripped up, after they filed for their own bankruptcy.^[38][39][40]

He also entrusted ownership of the Susquehanna Connecting Railroad to the Erie.^[7] In 1938, Kidde discontinued a portion of the NYS&W's commuter passenger services.^[7] By March 1940, Kidde arranged other cutbacks for the Susquehanna, which resulted in the company being spun-off from the Erie's control.^[35][41]

Following the abandonment of the WB&E, the NYS&W did not prospect any benefits in continuing their Pennsylvania operations, so by 1941, they cut back the western end of their line toHainesburg, New Jersey.^[38] Walter Kidde decided to have the Susquehanna improve their remaining suburban commuter passenger trains and make profits from providing bus services toManhattan, and theSusquehanna Transfer Railway was created in 1939, for this purpose.^[35][42][43]

Kidde also opted todieselize the NYS&W's locomotive roster to reduce their operating costs. In June 1940, they began to purchase some streamlined self-propelled rail cars from theAmerican Car and Foundry Company (ACF) to cover their commuter services.^[44] In 1941, the NYS&W began to order someS-2 switchers andRS-1 road switchers from theAmerican Locomotive Company (ALCO) to supersede their steam locomotives.^[45][46] A precedent was quickly set on the NYS&W, where all of their diesels withmultiple-unit controls would only receive even road numbers, while all of their non-multiple-unit diesels would only receive odd road numbers.^[47]

The Susquehanna also settled a $7 million freight balance debt they owed the Erie by paying them $250,000 and purchasing their freight terminal in Edgewater.^[35] The railroad also obtained money fromWorld War II, by providing an effective coastal coal barge route out of Edgewater, to aid a major coal shortage inGreat Britain, since a similar route out ofNorfolk, Virginia, was blocked bythe 1942 submarine menace.^[35][48]

In February 1943, Kidde died, and his deputy and executive officer, Henry K. Norton, subsequently succeeded him as the Susquehanna's trustee, and he opted to continue Kidde's restructuring plans for the company.^[49][50] By June 1945, almost all of the Susquehanna's remaining steam locomotives had either been retired or sold off, and they declared themselves as the firstClass I railroad in the United States to completely dieselize.^[45][51] Three locomotives,2-10-0s Nos. 2435, 2461, and 2492, were retained as yard switchers, until they were also retired by October 1947.^[51]

After World War II ended, coal continued to be shipped from Edgewater to Europe, in accordance with theMarshall Plan, until the NYS&W shut down their coal terminal in 1948.^[48] During that time, the railroad signed a contract withSeatrain Lines to provide rolling stock-shipping services at Edgewater.^[52]

By November 1951, the Susquehanna's entire passenger car fleet was replaced with stainless steel cars, their entire streamlined rail car fleet was replaced withBudd Rail Diesel Cars, and many of their passenger stations were revamped.^[35][53] On June 3, 1953, the NYS&W emerged from bankruptcy and completed its reorganization process, having reduced their capitalization from $42 million to $16 million.^[35][54] Norton subsequently became the NYS&W's newest president, as a reward for his and Kidde's restructuring methods.^[35]

Two years later, in 1955, stockholders voted to have Norton demoted to chairman and replaced by formerChicago Great Western vice-president James M. Baths, due to Norton's excessively-progressive foresight.^[16][55] In December that same year, the NYS&W's president position was changed again to Ralph E. Sease, a formerCentral of Georgia executive.^[56]

By that time, the Susquehanna had run all of their passenger trains at a financial loss from declining ridership and competition from a newpark and ride service, and they considered filing an application to discontinue their services.^[43][57][58] The railroad also lost money after one of their primary customers, theFord Motor Company, closed theirEdgewater assembly plant.^[48]

Following theRecession of 1957, the NYS&W experienced additional financial problems, and a portion of their other freight customers abandoned the railroad to begin relying on truck shipping.^[29][7] Sease opted to arrange some cutbacks for the company, which involved discontinuing a number of their commuter services and moving their Jersey City passenger terminus from Pavonia Terminal to the DL&W'sHoboken Terminal.^[59]

The NYS&W subsequently sold off its Budd passenger cars and replaced them with used second-hand equipment. One of the other cutbacks was the abandonment of the Hanford Branch, the remains of the original NJM-NY&OM route, since it had lost its farm traffic to the recession, and long-time interchange partner NYO&W had shut down.^[60]

In 1961, another one of the NYS&W's long-time interchange partners, theLehigh and New England Railroad (L&NE), ceased operations, and the following year, the NYS&W consequently abandoned its route between Hainesburg andSparta Junction.^[61] The route was later ripped up and became part of thePaulinskill Valley Trail.

In October 1962, the NYS&W railroad was purchased by a New York real-estate developer and millionaire, Irving Maidman.^[54][62][63] Maidman previously acquired the former Ford Edgewater plant for use as a rental warehouse, and since the NYS&W happened to have served the building, Maidman opted to purchase the majority of the railroad's shares to ensure their freight services in Edgewater remained active.^[54][63][64]

The first task Maidman did for the NYS&W was to obtain a $550,000 federal loan for the purchase of threeEMD GP18 road switchers to assist the NYS&W's failing ALCO locomotives.^[7][65] In 1963, Maidman became the NYS&W's newest board chairman and chief executive officer (CEO), and he began to install new executives for the railroad, including his wife Edith Shivitz and his son and attorney Robert Maidman.^[7][63][66] The management changes also involved Ralph Sease resigning from his president position and being replaced by John P. Clark.^[7][64]

That same year, Maidman began to have the NYS&W prioritize on serving his warehouse business, but the railroad consequently began to neglect their other stockholders and the rest of their remaining freight customers.^[63] Maintenance on the NYS&W's trackage also became deffered, and in ensuing years, it resulted in derailments and slower deliveries, which in turn resulted in additional customers abandoning the railroad.^[29]

Maidman also arranged for the NYS&W to sell some of their land properties to other businesses Maidman owned, and they began to lease some new land property in Edgewater for use as backup storage.^[63] He also discontinued all of the NYS&W's bus services, and he filed a petition to the state of New Jersey to terminate all of the railroad's commuter services.^[62][68] As a desperate attempt to eliminate all ridership, Maidman personally offered to pay the NYS&W's 200 remaining commuters $1,000 each to stop using their trains, but only five of them accepted.^[7][69][70]

Maidman's tactics were challenged by commuters, and the State of New Jersey argued on their behalf against the railroad at theUS Supreme Court in December of 1963. A 9-0 decision kept passenger service continuing at the time.^[71] However, by June 1966, the NYS&W obtained court permission to terminate all of their passenger services, despite commuters' continuing efforts to keep them running.^[72][73] The railroad's final commuter train operated on June 30 with only a day's notice, and the following day, uninformed commuters waited to board NYS&W trains that never arrived.^[72]

Around that time, Maidman considered retiring and selling 90% of the NYS&W's interest while retaining 10%.^[74] In doing so, he petitioned theInterstate Commerce Commission (ICC) to have the NYS&W involved in the Pennsylvania Railroad-New York Central merger.^[74][75][76] The ICC in turn asked the PRR and NYC to incorporate the Susquehanna, along with the bankruptNew York, New Haven and Hartford Railroad (New Haven) into the merger as a condition, and both railroads agreed to the former, since it provided a major connection between the PRR and NYC in New Jersey.^[74][77][78]

The newPenn Central Transportation Company (PC) was formally created on February 1, 1968, and the New Haven was incorporated on December 31 of that year, but the NYS&W was excluded.^[77][79] Their inclusion fell through, since Maidman and PC's management disputed over the railroad's price value; Maidman wanted to sell the NYS&W for its business value, while PC's management wanted to purchase it for its salvage value.^[79] In March 1969, the NYS&W withdrew their ICC application to save costs and continue independently.^[79][80][81]

By December 1968, the Susquehanna turned a profit for the first time since 1955, with an income of $17,755.^[79][81] That same year, the railroad lost another interchange partner, theLehigh and Hudson River Railway (L&HR), when their Station Road bridge in Sparta was deemed unsafe, and they had to cut back their Sparta route toOak Ridge.^[61] Also in that same year, Seatrain Lines breached their shipping contract with the NYS&W by moving their shipyard operations from Edgewater toBrooklyn for a separate partnership with theU.S. government, and Maidman sued Seatrain for $4.8 million in compensatory damages.^[82]

The NYS&W also sued the Erie's successor, theErie Lackawanna Railway (EL), for $1.6 million in unpaid usage of Susquehanna trackage, but they subsequently settled for a $186,315 claim, and the EL agreed to pay a $15,000 yearly fee.^[81][83] By the end of 1969, the NYS&W turned a profit of $297,644.^[83] In 1970, NYS&W executive William T. Frazier became the railroad's newest president, after the position had been changed three times within the previous five years.^[83][84][85]

In 1971, the NYS&W lost their interchange with theCentral Railroad of New Jersey (CNJ) atGreen Pond Junction, when a stretch of trackage atSmoke Rise was washed away and mud-covered byTropical Storm Doria.^[86] Following the damage from Storm Doria, along with that fromHurricane Agnes the following year, the Susquehanna began operating at a financial loss again, and the condition of their remaining trackage worsened.^[61][87] Concurrently, Irving Maidman also began to lose money from his other businesses, and he began intentionally defaulting on property taxes owed to the state of New Jersey andCitibank, believing they were overcharging him.^[88][66][89]

In mid-1975, William Frazier became hospitalized for cancer treatment, and then in August, Maidman ransacked Fraizer's desk and discovered that since 1971, Frazier, along with chief engineer Joseph J. Novellino, bothdefrauded the railroad with fake bills for personal gain and funding for Novellino's private business.^[90][91] The board of directors quickly voted to have Frazier resign, and Maidman became the Susquehanna's president.^[91] In September, Maidman, along with his son Robert, convinced the NYS&W's board of directors to purchase $2 million in general mortgage bonds fromW. E. Hutton & Co. while secretly arranging the transaction to bail Maidman out of a major debt he owed Hutton.^[92][63]

By January 1976, the NYS&W defaulted on $252,498 of business and property taxes owed to the state of New Jersey, and they were forced to file for section 77 bankruptcy.^[63][93] By that time, the NYS&W railroad was cut down to a 43-mile (69 km) line from Croton and Edgewater through Paterson to Butler. Simultaneously,Conrail was being developed to assume control of many other bankrupt railroads in the northeastern U.S., but the NYS&W was not included.^[93]

TheSecurities and Exchange Commission began to investigate the NYS&W's operations, and they quickly discovered that the railroad's purchase of their $2 million bond on Maidman's behalf wasstock fraud.^[92][63] The bankruptcy court quickly confiscated control of the Susquehanna from Maidman and appointed Walter G. Scott as the railroad's new trustee. Maidman's other businesses, including the Edgewater warehouse, were also confiscated by other creditors, and by June 1977, Maidman's final remaining source of income was his new limited position on the NYS&W as a real-estate consultant.^[63][66]

Scott began to rearrange the NYS&W's operations and assets; the railroad suspended all land leases Maidman began, they reprioritized the maintenance of their locomotives and trackage, and they hired new industrial customers.^[29][63] Some other members of the new court-appointed management team believed the NYS&W would be able to regain its finances by serving as an alternative to Conrail's services.^[29]

Maidman, who often quarreled with Scott, had hopes of regaining control of the railroad before selling it on his own after it emerged from bankruptcy, having said toThe Record "I expect to straighten things out. I'll get the railroad back. I'll tell Scott to go to hell."^[63] In June 1978, Maidman became physically weakened and hospitalized, following a car accident, and then in October 1979, he died at the age of 82.^[66] During that time, the NYS&W still struggled to financially recover, and their trackage was deteriorated to the point they held a 10-mile-per-hour (16 km/h) speed restriction.^[94][95] TheFederal Railroad Administration (FRA) had banned the NYS&W from shipping hazardous materials on their trackage as a safety precaution.^[96]

On November 21, 1979, their creditors decided to petition the ICC to shut down and liquidate the railroad by February 1, 1980.^[61][95][97] The NYS&W's remaining customers appealed the petition, since they envisioned the shut down would result in 6,000 jobs being lost across the state.^[97] A public hearing subsequently postponed the railroad's closure throughout 1980.^[61][97] On August 15, the ICC authorized the closure, and the NYS&W railroad's final revenue train operated on August 29.^[61][98]

In 1966, the Delaware Otsego Corporation (DO) was founded by a group of businessmen andrailfans led by Walter G. Rich.^[99] DO's original purpose was to operate tourist trains over a 2.6-mile (4.2 km) section of the NYC's abandonedUlster and Delaware branch nearOneonta, New York. In 1971, after the section was ripped up in favor ofInterstate 88's construction, DO purchased the 16-mile (26 km) Cooperstown branch from theDelaware and Hudson Railway (D&H) and began operating it as theCooperstown and Charlotte Valley Railroad (CACV).^[99]

Within ensuing years, DO's tourist operations were shut down from low ridership, and they began making profits from reactivating abandoned branch lines as short line freight railroads.^[39] Throughout the 1970s and 1980s, DO acquired and leased multiple short lines; in 1972, they acquired the Erie Lackawanna's Richfield Springs branch and began operating it as theCentral New York Railroad (CNYK); from 1974 to 1984, they owned and operated theFonda, Johnstown and Gloversville Railroad (FJ&G); and from 1976 to 1989, they were contracted to operate theLackawaxen and Stourbridge Railroad (LASB).^{[39][31][100]}

By 1979, DO's short line renovations caught the attention of New Jersey state and county officials, who were exploring ways of having the NYS&W continue operations under new ownership.^[39] They asked DO to submit a proposal to purchase the NYS&W, and in turn, DO sent a team of inspectors to evaluate the railroad's trackage.^[95]

Two other parties also offered to purchase the railroad, but in June 1980, the bankruptcy court accepted DO's $5 million offer.^[95] On September 1, DO took over the NYS&W's operations under lease before purchasing all of their assets, two years later.^[95] DO quickly rebranded the railroad as the New York, Susquehanna and Western Railway, with Walter Rich becoming their newest president and CEO, and he opted to retain the Susquehanna name out of his fondness of the NYO&W.^[101][31] The NYS&W's first train under DO operated on September 2, 1980.^[98]

That same year, DO established their own real-estate unit to begin arranging for the NYS&W to lease and sell line-side land property that was deemed unessential for railroad purposes.^[102] Within the next two years, the NYS&W retained their status quo in serving industrial customers, having retained most of their pre-DO executives and employees.^[103] DO and theNew Jersey Department of Transportation (NJDOT) jointly funded a $1.35 million reconditioning of the NYS&W's trackage.^[104] By that time, seven of the NYS&W's twenty-seven locomotives were still operable: three GP18s, three RS-1s, and one S-2; the rest had deteriorated outdoors and were subsequently scrapped.^[95]

In 1982, the NYS&W sold their deteriorating Edgewater branch, but they continued to maintain and operate it until October 1989, when it was shut down from a lack of customers and unsafe conditions of the branch's tunnel.^[105] The Edgewater yard was subsequently ripped up and redeveloped as ashopping mall andcondominium complex, and the tunnel began to house a pipeline for the AmeradaHess Corporation.

Following theStaggers Rail Act of 1980, Conrail began to abandon many of their routes to streamline their operations, including their former DL&WBinghamton-Jamesville and Binghamton-Utica branches in New York, their former L&HRWarwick-Franklin route, and their former Erie Greenwood Lake Branch in New Jersey.^[106][103] DO feared the abandonment of the Utica branch would landlock their CNYK railroad, and they were interested in further expanding their operations. They contacted the routes' customers for freight potential, and they negotiated with Conrail to purchase the routes.^[106]

On April 16, 1982, the ICC approved DO's $4.2 million purchase of the routes from Conrail, and they commenced operations under DO, the following day.^[106][107] The two DL&W branches out of Binghamton and the CNYK quickly became labeled as the NYS&W's Northern Division, and the former L&HR route, the Greenwood Lake Branch, and the NYS&W's remaining original trackage in New Jersey became labeled as their Southern Division.^[103]

To connect the two divisions, DO arranged ahaulage rights agreement with Conrail, where once-a-week NYS&W trains would operate over a portion of Conrail'sSouthern Tier Line between Binghamton and Passaic Junction inSaddle Brook, New Jersey, using Conrail crews.^{[106][108][109]} If Conrail chose to terminate their haulage rights contract, atrackage rights agreement would be exercised, involving the restoration and usage of the NYS&W's route between Butler and Sparta Junction, which had been completely shut down since the early 1970s.^[110][109]

To cover the Northern Division operations, one GP18 was transferred over, and DO purchased some ALCO locomotives second-hand: oneRS-3 from the recently closedAdirondack Railway; twoC420s from a holding firm owned by Tony Hannold; and fiveC430s from Conrail.^[106][111] In July 1983, the first NYS&W haulage train operated over Conrail, as per the haulage agreement.^[61] That same year, DO established a new subsidiary, Susquehanna Properties, Inc., to expand the NYS&W's land-leasing program, and customers who had solely relied on truck-shipping began to purchase Susquehanna property and constructed line-side facilities for rail services.^[102]

They also put a portion of their Little Ferry Yard up for lease and redevelopment, since most of theirfreight classification operations had been moved to Passaic Junction.^[112] By that time, Walter Rich reported to his fellow stockholders that reorganizing the NYS&W helped DO expand from a short line operation to a regional railroad network.^[113] In 1985, Conrail filed their former L&HR route between Franklin andBelvidere, for abandonment.^[114] DO andSussex County jointly purchased a portion of the route between Franklin and Lime Crest, to serve its remaining customers and to preserve the NYS&W-L&HR interchange at Sparta Junction.^[113][114]

In 1984, the NYS&W was approached bySeaLand, an international shipping corporation, to form anintermodal container-shipping partnership, and to lease part of the railway's Little Ferry Yard for use as acontainer facility.^[102][61] SeaLand previously negotiated with Conrail for the partnership, but they were unimpressed with Conrail's terms where only their container facilities would be used; SeaLand preferred to establish their own facility.^[61]

DO knew that operating intermodal trains was becoming a booming business, so they agreed to the partnership. In 1985, SeaLand signed a contract with the NYS&W where they would lease 22 acres (110,000 square yards) of their Little Ferry property for twenty years, and they quickly began construction on their new facility.^[102] At the same time, the NYS&W signed a partnership contract with the D&H andCSX to ship SeaLand trains from Little Ferry toChicago,Illinois.^[102][61]

On August 5, 1985, the NYS&W operated their first SeaLand intermodal train.^[112] It was quickly followed by many other trains bound between Little Ferry and the western U.S., and for shipping east of Little Ferry, the containers were shipped via truck to nearby shipyards.^[102] The intermodal operations quickly boosted the NYS&W's income by 125%, and the following year, the railway turned a profit of $3.2 million out of a gross take of $19 million.^[104]

DO decided to purchase some additional diesels to accommodate their expanding intermodal operations.^[115][116] They originally planned to purchase fourALCO C636s from Conrail, but after some coaxing from CSX for compatible motive power, DO instead purchased a fleet ofEMD SD45s andF45s from GATX, which previously leased them to theBurlington Northern Railroad (BN).^[115][116] The NYS&W subsequently began to retire their ALCO diesel roster.^[117]

Despite Conrail being kept out of the partnership, the NYS&W still used Conrail trackage and crews, as per their haulage agreement, and Conrail became slightly agitated by having to haul competing intermodal trains.^[102][118] On April 1, 1986, Conrail renewed their haulage contract with the NYS&W with higher rates, hoping the railway would quietly abandon their intermodal operations.^[118]

In doing so, Conrail allowed the NYS&W the opportunity to restore their Butler-Sparta route and to exercise their proposed trackage rights agreement.^[102][119] DO quickly initiated arehabilitation and upgrade on the route, along with their former L&HR trackage, to accommodate their mainline intermodal traffic.^[120][119] The rehabilitation process lasted for six months and cost $8 million to complete, and the railway utilized a grant from NJDOT and a low-interest loan from the FRA.^[120][109]

In October, the upgrades were completed, and the NYS&W began to use DO crews to operate haulage trains under their new trackage rights agreement over Conrail's Southern Tier Line between Binghamton andCampbell Hall, and over Conrail's L&HR line to the new NYS&W-Conrail interchange at Warwick.^[120][119] Since the rehabilitation process was face-paced, two derailments subsequently occurred on the Butler-Sparta route from some incomplete trackage, but they were quickly repaired, and no further accidents were reported.^[109]

In 1988, theNorfolk Southern Railway (NS) partnered withHanjin to operate intermodal trains betweenNorth Bergen, New Jersey, and Chicago, and they subcontracted the NYS&W and the D&H to haul the trains between North Bergen andBuffalo, New York.^[121] In June that same year, the Delaware and Hudson was filed for bankruptcy by their parent company,Guilford Transportation Industries, and they disbanded the D&H, following two labor strikes. To preserve their intermodal partnership, Rich convinced the bankruptcy court to appoint the NYS&W to take over the D&H and their operations.^[122]

CSX gave the NYS&W some financial support to operate the D&H by underwriting their financial losses and leasing a fleet ofGE Dash 8-40Bs.^[122] The NYS&W also gained access to the D&H's trackage rights over Conrail from Binghamton to Buffalo. In 1991, the bankruptcy court began accepting bids to purchase the D&H, and DO made an offer, but they lost to theCanadian Pacific Railway (CPR).^[61][122] CPR succeeded the D&H in the NYS&W's intermodal partnership.^[123]

In 1992, the NYS&W installed various freighttransloading facilities for their industrial customers in New Jersey, to diversify their freight operations.^[125] From 1992 to 1994, the NYS&W operated their intermodal trains at a $4.1 million loss, since the intermodal-shipping industry was affected by theearly 1990s recession.

The NYS&W reversed their losses by renewing their intermodal contracts with NS and CSX to increase their intermodal traffic, and the NYS&W and NS began to jointly haulcontainer-on-flatcar andtrailer-on-flatcar trains for CSX Intermodal.^[122] In 1995, the NYS&W turned a profit of $1.6 million, but in 1996, the NYS&W experienced a $1 million loss, followingthat year's blizzard and a further decline in intermodal traffic.^[126]

In 1994,Onondaga County, New York purchased Conrail's former DL&W trackage between Jamesville andSyracuse, with the provision that the NYS&W provideshuttle commuter service in Syracuse betweenSyracuse University,Armory Square, and theCarousel Mall, and further proposed routes were considered.^[127] The NYS&W utilized $7 million state grants and loans and initiated a rehabilitation of the route to boost its speed restriction, and they installed a new intermodal interchange with Conrail at Syracuse.^[127]

The shuttle commuter provision lead to the creation ofOnTrack, which the NYS&W operated in exchange for property tax relief on the route, and three former New Haven Rail Diesel Cars were acquired and restored.^[127][123] With OnTrack, the NYS&W operated their first commercial passenger trains since 1966.^[123] In May 1995, DO obtained another subsidiary, the Illinois-basedToledo, Peoria and Western Railway (TP&W), and they began assisting the NYS&W's intermodal interchanges with western U.S. railroads by providing a bypass route around Chicago.^[123]

Throughout the 1990s, Norfolk Southern negotiated with Conrail to merge together, and DO and CSX both feared the merger would affect their freight operations.^[127] DO made an offer to outright purchase Conrail's Southern Tier Line, along with their Meadville Line betweenHornell andYoungstown, Ohio, but it was swiftly rejected.^[127] DO and CSX then secretly financed a regional development authority's purchase of the Meadville Line, to prevent Conrail from ripping it up.^[127]

The NS-Conrail merger subsequently fell through, but in October 1996, CSX unexpectedly announced their plans to merge with Conrail. Following some subsequent disputes by NS, it was announced in April 1997 that theSurface Transportation Board (STB) would authorize Conrail to be split between NS and CSX.^[128] Since NS and CSX would both receive direct routes into the New York City area, the NYS&W would lose all of their intermodal operations, which by that time, provided 70% of the railway's annual income.^[125] Walter Rich quickly mulled his options to satisfy his fellow DO stockholders.

One option was to carry out their proposed "Northeast Network" alliance with theCanadian National Railway (CN), where the NYS&W would have provided a New York City connection for CN, and the two railways would have jointly purchased Conrail'sMontreal Line, while the NYS&W would have either purchased Conrail's Southern Tier Line or extended their trackage rights to a Conrail-CN interchange at Buffalo.^[125] DO's stockholders were looking into selling their DO shares to secure the corporation's future, and they contacted fourteen parties for a buyout, but only NS and CSX expressed interest. In June 1997, Walter Rich, along with DO Vice-President C. David Soule, negotiated with CSX chairman and CEO John Snow and NS executiveDavid R. Goode to arrange a transaction between their three companies.^[129]

On August 17, a new privately held holding company, DO Acquisition LLC, completed their $55 million purchase of Delaware Otsego via a stocktender offer of $22 per share.^[130] The purchase brought the NYS&W under control of DO Acquisition LLC, with Walter Rich obtaining 16% of DO's shares, while Norfolk Southern and CSX collectively received 84%, along with the right of first refusal to purchase the Susquehanna, if Rich chose to sell it.^[130][131]

The transaction was completed on October 3, and the NYS&W's Northeast Network alliance plan with CN was quickly dropped.^[129] In 1999, the Conrail split between NS and CSX was finalized, and they began to operate intermodal trains out of New Jersey, on their own.^[132] The NYS&W's final intermodal train operated on February 3, 2001, after their intermodal contracts expired.^[125][133]

The NYS&W reoriented their freight operations to solely serve their industrial customers, but Rich explored other opportunities for the railway to gain additional profits.^[133] Following the Conrail split, CSX and NS both experienced overflowing freight traffic on their new routes, so the NYS&W allowed CSX to use their trackage as a detour for theirRiver Line trains, and they allowed NS to use their Southern Division as a relief route to prevent their Southern Tier trains from conflicting withNJ Transit's commuter operations.^{[127][123][134]}

Concurrently, NJ Transit negotiated with the NYS&W to provide commuter service in the Southern Division between Hawthorne and Sparta, to alleviate roadway congestion onRoute 23.^[127][123] The proposal was postponed, when a suitable location for an NJ Transit storage yard around Sparta could not be agreed upon. In 2005, the NYS&W leased a section of the Southern Tier Line from Port Jervis to Binghamton from Norfolk Southern under the Central New York Railroad (CNYK) name, which was previously reorganized as a paper corporation. All operations and maintenance of the route would be performed by NYS&W personnel, while NS retained overhead trackage rights.

In 2006, NYS&W's Utica branch experienced some major storm damage, with some sections of trackage inChenango County, being washed out. The branch was consequently removed from service, and the NYS&W began to rely on CSX's connection in Utica to serve their customers on the branch between Utica andSangerfield. On August 9, 2007, Walter Rich died ofpancreatic cancer, at the age of 61.^[135] The CSX and NS bought the remaining ownership of the NYS&W from Walter Rich's estate, bringing ownership to a roughly 50-50 split with both corporations having a controlling stake. Nathan Fenno succeeded Rich as president of the NYS&W, and he ordered for all passenger operations to be discontinued, including the cost-prohibitive OnTrack service, and the railway's remaining passenger equipment was subsequently sold off. Many older diesel locomotives were also sold off.^[136]

In July 2011, NYS&W obtained ownership of five leased CEFX locomotives to aid their increasing power shortage. The five locomotives were used to supplement the railway's fleet in mainline service and occasional local freight service. New FRA-compliantdiesel multiple unit rail cars were also placed into service.^{[137][138][139]}

That same year, a project to rehabilitate the Utica branch began by the Chenango County Industrial Development Agency, with funding being provided by the agency, Chenango County, theNew York State Department of Transportation, and the federalEconomic Development Administration. Throughout the 2010s, the project was promoted via social networking blogs and Facebook,^[140] resulting inKinnelon officials publicly voicing support for it.^[141] By May 2017, the project was completed, and service on the Utica branch was resumed.^[142] Service was again discontinued in 2018, and the 60 miles from Chenango Forks to Sangerfield is currently out-of-service with no customers and no prospects. In 2025,Open Space Institute officially proposed to purchase and convert the right of way into a rail trail.^[143]

In October 2015, U.S. CongressmanBill Pascrell joined state legislators in creating a coalition to revive NJ Transit's proposed Hawthorne-Sparta commuter service over the NYS&W.^[144] In January 2016, the local governments of the involved municipalities passed concurrent resolutions to restart the project.^[145] In 2021, the NYS&W formally abandoned their Lodi and Passaic branch lines.^[146] Both were ripped up in 2025.

In July of 2024, James Bonner succeeded Nathan Fenno as president of the NYS&W having previously served in the same capacity for theNew York and Atlantic Railway on Long Island.^[147]

As of 2026, the NYS&W Operates over 400 miles (640 km) of trackage in New Jersey, New York, and Pennsylvania and services over 60 customers. With the exception of occasional bridge traffic for theMiddletown and New Jersey Railroad (M&NJ), all of the annual carloads generated or destined for the NYS&W are for online customers. Commodities are diverse and include Asphalt, Construction Waste, Food Oils, Frack Sand, Plastics, Lumber Products, Aggregates, Paper Products, Sugar, and Propane.^[148]

The railway's operations are split between the Northern Division and Southern Division.

A nocturnal, twice weekly haulage train, theSU-100, runs 250 miles from Binghamton to Ridgefield Park, New Jersey, carrying Syracuse (CSXT) and Binghamton (NS) interchange traffic destined for New Jersey customers. This train would work customers along the CNYK Division including the interchange with theStourbridge Line at Lackawaxen, Pennsylvania. The crew would lay over in NJ and return to Binghamton the next evening as theSU-99.^[149]

As this train runs over a portion ofMetro North'sPort Jervis Line from Hudson Junction toSparrow Bush, New York, these trains are required to operate withPositive Train Control.

The SU-100/SU-99 also traverses the Hudson Secondary from Warwick to Hudson Junction near Campbell Hall under a trackage rights agreement with the Norfolk Southern, though the operation is currently leased to the M&NJ.

Under Delaware Otsego management, the Susquehanna began to operate diesel-powered public excursion trains, with the first one taking place in October 1981, for the Jersey Central Chapter of theNational Railway Historical Society (NRHS).^[150] In 1982, DO purchased a fleet ofdome cars from the bankruptAuto-Train Corporation and began to use them for additional excursion trains in the NYS&W's Northern Division.^[151] Passenger ridership on the trains barelybroke-even, so in 1985, the excursion services were reduced, and most of the dome cars were sold to fund the rehabilitation of the NYS&W's Butler-Sparta route.^[151][150] There was subsequently a hiatus of excursion operations until July 1988, when the NYS&W hosted some additional trains, as part of that year's NRHS Convention.^[150]

In 1989, the NYS&W decided to host their own steam-powered excursion program, taking inspiration from similar programs hosted by Norfolk Southern andUnion Pacific (UP). They originally planned to restore and operateSouthern Railway 385 andUnited States Army 4039, both of which previously operated on the defunctMorris County Central tourist railroad, but those plans fell through, after it was determined the restoration of both locomotives would be too costly.^[152]

In June 1990, the NYS&W decided to import a new steam locomotive from China, taking inspiration fromSY Nos. 1647 and1658 on theConnecticut Valley (VALE) andKnox and Kane (K&K) railroads, respectively.^[153][154] The railway contracted theTangshan Locomotive and Rolling Stock Works to construct a modified copy of the SY class, and its boiler design was altered to abide with theAmerican Society of Mechanical Engineers (ASME) boiler code and Federal Railroad Administration (FRA) regulations.^[153][154] The new locomotive, numbered SY-1698M, was planned to be renumbered as NYS&W No. 141, and following several months of shipping delays, the locomotive was loaded on board NorwegianvesselBraut Team and began its voyage to the U.S., in May 1991.^[154] The following month, on June 7,Braut Team sunk at theBay of Bengal after its hull sprung a leak, and SY-1698M was lost.^[155][156]

The NYS&W subsequently explored multiple steam locomotives to acquire and replace their lost SY.^[157] In November that same year, two operable steam locomotives became available for purchase; No. 1647 by the VALE andCanadian National 6060 by the Canadian government ofAlberta.^[158][159] The NYS&W began negotiating with both parties to purchase their locomotives, but the group that operated No. 6060 at the time protested to keep the locomotive from leaving Canada, and the Alberta government subsequently began to reconsider the locomotive's future.^[158][159] The Susquehanna believed the reconsideration would be a long process, so they dropped their negotiations with them, and by December 2, they finalized their purchase of No. 1647 from the VALE.^{[152][158][159]}

After being repainted as NYS&W No. 142 and reclassified as an N-4, the locomotive began hauling multiple excursions on the Susquehanna's trackage.^[152] In 1997, the Susquehanna quietly diminished their excursion program to lower their operating costs, and the Susquehanna Technical and Historical Society gained the rights to operate No. 142-led excursions for occasional events.^[160][161] In 2003, the NYS&W sold the No. 142 locomotive to the historical society, following a major increase in insurance premium prices, and since 2004, No. 142 resided at theBelvidere and Delaware River Railway (Bel-Del).^[160][162] Following the death of Walter Rich in 2007, all remaining excursions on the Susquehanna were put to an end.^[162]

Since 2009, the NYS&W has hosted Operation Toy Train's annualToys for Tots train from Rochelle Park to Warwick routinely collecting over 20,000 toys/year. In 2025, operations were expanded to include the Northern Division from Syracuse to Binghamton and the CNYK from Binghamton to Port Jervis^[163]

• The railroad has connections with twoClass I railroads:^[164]

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 thePassaic Junction (rail yard) rail yard inSaddle Brook, New Jersey

• The railroad has connections with five other railroads:

1. Morristown and Erie Railway andNew 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

Number	Image	Builder	Model	Powertrain
3010, 3014		EMD	SD40T-2	Diesel–electric
3012, 3016			SD33ECO
3018, 3022, 3024			SD40-2
3040			GP40
3618, 3634			SD45-2
4060, 4062, 4064, 4066			SD70M-2

Locomotive details^{[190][191][5][192][193][194][195]}

Number	Image	Builder	Model	Powertrain
M-1, M-2, M-3, M-4, M-5, M-6, M-7, M-8		Budd Company	RDC1	Diesel–hydraulic
100	N/A	Buda Engine Co.	Streamlined Inspection car	Gas-mechanical
101, 104		American Locomotive Company	RS-3	Diesel–electric
116	N/A	Electro-Motive Diesel	NW-2
120			SW-9
142		Tangshan Locomotive and Rolling Stock Works	SY2-8-2	Steam
150, 151		Geo D. Whitcomb Company	20T	Gas-mechanical
200	N/A	GE Transportation	45-tonner	Diesel–electric
202, 203, 204, 205, 206, 208		American Locomotive Company	S2
230, 231 (2), 232, 233 (2), 234, 236, 238, 240, 242, 244, 246, 248, 250, 252, 254, 256			RS-1
1001, 1002, 1003-1004, 1005-1006		American Car and Foundry Company	Motorailer	Diesel-mechanical Hesselman engine[193]
1800, 1802, 1804	N/A	Electro-Motive Diesel	GP18	Diesel–electric
2000, 2002 (later 260)		American Locomotive Company	C420
2400, 2402		E9
3000, 3002, 3004, 3006, 3008		American Locomotive Company	C430
3001		J. G. Brill	Model 250	Gas– electric
3002	N/A
3636, 3638 (formerly 6640, 6370)		Electro-Motive Diesel	F45	Diesel–electric
4002 - 4048 evens		GE	Dash 8-40B
4050, 4052, 4054	N/A	Electro-Motive Diesel	SD70M
5012		Electro-Motive/Bethlehem Steel	Stillwell baggage coach motorcar	Gas– electric
6360, 6361 (later 3626), 6362 (later 3612), 6364 (later 3614), 6366, 6503 (later 3620), 6509 (later 3622), 6513 (later 3624), 6515, 6521 (later 3630), 6525 (later 3632)		EMD	SD45	Diesel–electric
3660		American Locomotive Company	C636
3664, 3666, 3668, 3670, 3672, 3674	N/A	Montreal Locomotive Works	M636
3800, 3802, 3804, 3806, 3808, 3810		Electro-Motive Diesel	SD60

• ^a Culminating with the sale of their coal dumper to theReading Railroad.^[196]
• ^b In reality it would retain steam power for yard switching duties until 1946 or 1947, as well as leasing out steam locomotives for a time.^[197]
• ^c In 1867 the NJH&D would perform some minimal grading inButler andBloomingdale to preserve its charter by at least doing some work^[12][13]

• Delaware Otsego Corporation - Parent company for NYS&W
• Hawthorne station (New York, Susquehanna and Western Railroad)
• Maywood Station Museum
• Susquehanna Transfer station