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New York, Susquehanna and Western 142
NYS&W No. 142 idling with an excursion at Cortland, New York, in May 1992
Type and origin
Reference:[1]
Power typeSteam
BuilderTangshan Locomotive and Rolling Stock Works
Serial numberSY1647M[2]
ModelSY
Build dateMay 1989
Specifications
Configuration:
​
 • Whyte2-8-2
 • UIC1’D1’
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.840 mm (33 in; 2.76 ft)
Driver dia.1,370 mm (54 in; 4.49 ft)
Trailing dia.1,000 mm (39 in; 3.3 ft)
Wheelbase:​
 • Engine31 ft 4 in (9.55 m)
 • Drivers14 ft 6 in (4.42 m)
Length21,643 mm (852.1 in; 71.007 ft)
Width3,300 mm (130 in; 10.8 ft)
Height4,446 mm (175.0 in; 14.587 ft)
Adhesive weight15 t (33,000 lb; 15,000 kg)
Loco weight84 t (185,000 lb; 84,000 kg)
Tender weight54.5 t (120,000 lb; 54,500 kg)
Tender typeSloped-back
Fuel typeCoal
Fuel capacity9.5 t (21,000 lb; 9,500 kg)
Water cap.25,000 L (6,600 US gal)
Firebox:​
 • Grate area4.57 m2 (49.2 sq ft)
Boiler pressure210 psi (1,400 kPa)
Heating surface161 m2 (1,733.0 sq ft)
Superheater:
​
 • Heating area65.5 m2 (705.0 sq ft)
CylindersTwo
Cylinder size530 mm × 710 mm (21 in × 28 in)
Valve gearWalschaerts
Performance figures
Maximum speed50 mph (80.47 km/h)
Power output1,500 hp (1,100 kW)
Tractive effort20,475 kgf (45,140 lbf; 200.79 kN)
Factor of adh.4.05
Career
OperatorsConnecticut Valley Railroad
New York, Susquehanna and Western Railroad
Belvidere and Delaware River Railway
Class
  • SY
  • N-4 (NYS&W)[3]
Numbers
  • VALE 1647
  • NYS&W 142
DeliveredDecember 17, 1989
First runMay 3, 1989 (first test run)[4]
March 21, 1990 (VALE test run)
Current ownerNew York, Susquehanna and Western Technical and Historical Society
DispositionUndergoing an overhaul

New York, Susquehanna and Western 142 is a China Railways SY class 2-8-2 "Mikado" type steam locomotive. It was built in 1989, by the Tangshan Locomotive and Rolling Stock Works as SY1647M, specifically for export to the Connecticut Valley Railroad (VALE) in the United States. During construction, the locomotive underwent some mechanical changes to be legally operable on North American rails. SY1647M was shipped overseas from Dalian in China, and unloaded at the Port of Camden in New Jersey, and it made its inaugural run for the VALE, in early 1990.

In late 1991, the locomotive was sold to the New York, Susquehanna and Western Railway (NYS&W), and it was renumbered to 142. The NYS&W used the locomotive to pull their mainline excursion trains throughout New Jersey and New York state. Since 2003, the locomotive has been owned by the NYS&W Technical and Historical Society, and since 2004, it has been operated by the Belvidere and Delaware River Railway (Bel-Del).

Background

[edit]

Design

[edit]
Main article: China Railways SY

No. 142’s associated class, the SY locomotive, was built for use in switching and freight services in Chinese industrial areas, such as coal mines, petroleum fields, chemical plants, and steel mills.[5][6] In mining areas with long-distance rail networks, the SYs would also haul passenger trains for workers.[5] The SY prefix was an abbreviation for shangyou (Chinese for "aim high").[5] The SYs were developed from the JF6 class, which in turn was a variant of the ALCO-designed JF1 class,[7] but the SYs came with different design features; the SYs had different motion bracket arrangements, taller smokestacks, all boxpok driving wheels, a higher boiler pressure (210 psi (1,400 kPa), and a lower axle loading (15 tonnes (33,000 lb).[5][8]

Since the SYs commonly operated in reverse, their tender tanks, which carried 9.5 tonnes (21,000 pounds) of coal and 25,000 liters (6,600 U.S. gal) of water, were built with sloped-back sides, to improve rearward vision for crews.[9] The first SY (No. 0001) was built by the Tangshan Locomotive and Rolling Stock Works, in 1960, and for the next three decades, over 1,800 would be built by Tangshan and some other manufacturers, before production ceased, in 1999.[10][11]

Valley Railroad dilemma

[edit]

In 1985, the Connecticut Valley Railroad (VALE), a tourist railroad based in Essex, Connecticut, experienced some problems with their steam operations; 2-8-0 No. 97, while still serviceable, was due for an overhaul, and 2-8-2 No. 40 had to be removed from service, after breaking a driving wheel tire.[12][13] While No. 97 had to cover the VALE's schedule, the railroad began to consider acquiring another steam locomotive.[12][13][14]

The following year, the VALE decided that they would import a newly-built steam locomotive from China, since Chinese steam locomotives were still being mass-produced at that time, and their specifications were identical to those on North American locomotives.[14][15] VALE board member Bob Bell and chief mechanical officer J. David Conrad visited three separate factories in China, and they negotiated with them to build a new locomotive specifically for use in North American excursion service.[14][15]

History

[edit]

Construction and export

[edit]
Susquehanna No. 142's builder plate

Before construction began, the state of Connecticut ordered for the boiler to be redesigned to match the boiler code from the American Society of Mechanical Engineers (ASME); a stock-standard Chinese steam locomotive was prohibited from operating in the Northeastern U.S., due to certain construction methods.[15][16] The VALE subsequently chose to partner with the Tangshan Locomotive and Rolling Stock Works to construct their new locomotive, since their workers were willing to study American boiler codes and regulations, and their lighter locomotive designs were preferable for their tourist operations.[14][4] The new locomotive was to be a copy of Tangshan's SY class, and it was to be numbered SY1647M—'M' indicated its planned shipment to America.[15][17]

The Chinese-written construction plans for the boiler were translated to English with converted measurements, and professional engineer Joe Michaels studied the plans to identify the required modifications.[16][17] The way the boiler was welded together had to be altered; the firebox sheets had to be thickened; and the crownsheet staybolts had to be enlarged.[17] Furthermore, the engineer's controls, which were positioned on the left side of the cab in China, had to be moved to the right side for American usage.[17] Larry Loke, a representative of the Hartford Steam Boiler Inspection and Insurance Company, regularly inspected the construction and testing of the modified boiler.[17] The SY1647M locomotive underwent a successful test run, on May 3, 1989, and its order cost the VALE $300,000.[14][4]

When the VALE announced their plans to import a Chinese locomotive, in 1988, other tourist railroads began to consider following suit; Sloan Cornell contracted Tangshan to construct a locomotive with matching modifications to SY1647M for his Pennsylvania-based Knox and Kane Railroad, and it led to the construction of SY1658M.[13][14][17] The Boone and Scenic Valley Railroad of Iowa also purchased a Chinese-built locomotive, but they ordered stock-standard JS class locomotive No. 8419 from the Datong Locomotive Factory, since the state of Iowa allowed standard Chinese boilers for hobbyist and tourist usage.[16][17] All three locomotives were scheduled to be shipped eastward across the Pacific Ocean by mid-1989, but the shipping was delayed for several months, due to difficulties in securing a ship, which were caused by that year's Tiananmen Square protests.[4][17]

In September, when one ship was secured, the M.V. Trade Fir, the two SY locomotives were loaded on board in Dalian, and No. 8419 was loaded in Qingdao, and then the eastbound voyage began.[17][18] On November 21, the M.V. Trade Fir stopped at Long Beach, California, to have No. 8419 unloaded, and then the ship proceeded to carry the two SY locomotives to the Northeastern U.S., and en route, it traveled through the Panama Canal.[17][18] On December 17, the M.V. Trade Fir was docked at the Port of Camden in New Jersey, and the two SY locomotives were unloaded at the Beckett Street Terminal.[14][18] They were subsequently shipped to their respective destinations via Conrail.[14][17][19]

VALE excursion service

[edit]

On January 13, 1990, SY1647M arrived at the VALE's location in Essex, and crews began to apply some additional modifications to the locomotive, including a bell on top of the smokebox door, and as a safety requirement, the Chinese safety valves were replaced with American model valves.[17][19] On March 21, No. 1647 performed its first test run on VALE trackage.[20] On April 21, the SY hauled its inaugural train on the VALE between Essex and Deep River, Connecticut, and it consisted of twelve passenger cars, making it the longest passenger train in VALE's history.[17] The following day, No. 1647 was involved in a low-speed collision with the rear of the idling North Cove Express dinner train on passing trackage.[21][22] Ten minor injuries were reported, and a damaged coupler on one of the cars had to be replaced.[21][22]

Operating No. 1647 in excursion service was deemed a success, as the locomotive was shown to be more efficient than Nos. 97 and 40 with lower coal consumption.[16] With No. 1647 in service, No. 97 was relegated to stand-by service, while No. 40’s overhaul continued.[12] On November 3, No. 1647 hauled its first excursion train outside the VALE, when it lead a 45-mile (72 km) round trip over the Providence and Worcester Railroad's (P&W) former Norwich and Worcester mainline between Putnam, Connecticut and Groton, Massachusetts, as part of the route's 150th anniversary.[23]

Susquehanna steam program

[edit]

In 1989, the New York, Susquehanna and Western Railway (NYS&W), a regional railway that had been heavily reorganized by the Delaware Otsego Corporation, began to explore ways of hosting their own steam excursion program, taking inspiration from the programs ran by the Union Pacific (UP) and Norfolk Southern (NS).[24][3] They subsequently made plans to restore former Morris County Central locomotives Nos. 385 and 4039, but in 1990, following the positive press of SY Nos. 1647 and 1658, the NYS&W decided to import their own Chinese locomotive, instead.[16][3][25] The company approached the Tangshan factory and placed a $400,000 order for a modified SY.[25][26] Their modified SY came with some design features Nos. 1647 and 1658 lacked upon construction, including a separate back-up air tank and safety chains between the locomotive and tender.[27]

The new locomotive was numbered SY1698M, but as per suggestion by the NYS&W Technical and Historical Society, the NYS&W planned to renumber it as 141, since their last newly-built steam locomotive from 1908 was numbered 140.[28][29] SY1698M underwent some successful test runs, on December 27, 1990, but shipping was delayed for several months by the events of the Gulf War.[27][29] On May 16, 1991, the new locomotive was loaded on board a Norwegian ship, Braut Team, and on May 20, it began its westbound voyage to the U.S..[26][27] But on June 6, Braut Team encountered a major storm, causing its cracked hulls to be flooded, and the following day, it sank beneath the Bay of Bengal.[26][30][31] All seventeen of the ship's crew members were rescued, but all of its cargo was lost, including SY1698M.[27]

While the NYS&W waited to receive a $400,000 insurance settlement claim, they explored other steam locomotives to acquire and replace their lost SY, and they considered placing a second order from Tangshan.[25][27][32] By November 1991, the VALE decided to place their No. 1647 locomotive up for sale, since they had only used it as a stopgap while No. 40 was out of service, and as a demonstrator for the idea of importing Chinese steam locomotives for excursions.[12][33] The state of the economy of that time also contributed to the VALE's decision.[33] The NYS&W was quickly informed about the sale and offered to buy No. 1647 with their insurance settlement, to which the VALE accepted.[33][34] The transaction was completed, on December 2.[3]

The NYS&W opted to renumber No. 1647 as 142; one number higher than No. 1698's planned renumber.[28][34] They also decided to reclassify it as an N-4, as a nod to the N-3 class 2-8-2s from the Erie Railroad, the Susquehanna's former parent company.[3][34] On December 22, No. 1647 received its new number for publicity photos, and it hauled its final tourist train for the VALE.[28][33] The following day, NYS&W crews travelled to Essex to repaint the SY in its new Susquehanna livery.[28] In January 1992, NYS&W 142 was scheduled to be moved to the Susquehanna's shops in Utica, New York, but the railroad opted to avoid using Conrail's route, since Conrail would charge $50 per mile (km) for special moves, so the NYS&W arranged to use a longer route through multiple smaller railroads.[25][28]

On January 21, No. 142 departed the VALE's Old Saybrook interchange and operated on Amtrak's mainline, and over the next several days, the locomotive was ferried over the Central Vermont (CV), the Green Mountain Railroad (GMR), the Vermont Railway (VR), the Clarendon and Pittsford (C&P), and the Delaware and Hudson (D&H).[28][34][35] From January 25 to 26, No. 142 stayed in Bellows Falls, Vermont, and took part in filming of a television film, Ethan Frome, and the NYS&W's share in the film's production was directed to No. 142's ferry costs.[25][34][35] On January 29, at Binghamton, No. 142 moved onto Susquehanna rails for the first time, and for the remainder of its journey to Utica, NYS&W president Walter Rich served as the engineer.[35] On April 4, No. 142 hauled its first excursion trains for the NYS&W; five roundtrips on their Syracuse branch between Cortland and Marathon, New York, for the annual Marathon Maple Festival, and other roundtrips occurred on the same route, on April 5, 11, and 12.[36]

Throughout October, No. 142 hauled a series of Fall Foliage excursions between Butler, Hawthorne, and Sparta Junction in New Jersey.[37] On May 15, 1993, No. 142 hauled a roundtrip excursion over the NYS&W's former 13-mile (21 km) Lackawanna line between Syracuse and Jamesville, New York, and the trip was to help fund a $1.2 million upgrade of the line for regular passenger service.[38] On July 2, No. 142 hauled some roundtrip excursions between Hawthorne and Campgaw, New Jersey.[39] Shortly thereafter, the locomotive was temporarily sent to Oakland, where it switched some tanker cars of liquid sweetener.[39] On July 30-31, 1994, No. 142 visited the Whippany Railway Museum in Whippany, New Jersey, alongside Black River and Western 60, and they both participated in their annual Whippany Railway Festival by hauling sixteen excursions over the Morristown and Erie Railway (ME) between Whippany and Morristown.[40]

No. 142 idling at Steamtown's roundhouse with Baldwin 26, CN 3254, CPR 2317, and R&N 425

On June 30, 1995, No. 142, along with NYS&W EMD GP38 No. 2012 and recently-acquired EMD E9 No. 2400, hauled a fourteen-car excursion from Syracuse to Binghamton, and then they traveled over the Canadian Pacific Railway's (CPR) former D&H mainline to Scranton, Pennsylvania.[41] The excursion was co-sponsored by the NYS&W, Railpace Newsmagazine, and Railfan & Railroad Magazine.[41] On July 1, as part of the official Grand Opening ceremony of Steamtown National Historic Site in Scranton, No. 142 participated in the "Grand Parade of Steam" event alongside other steam locomotives; Baldwin Locomotive Works 26, Canadian Pacific 2317, Canadian National 3254, Reading and Northern 425, and Milwaukee Road 261.[41][42]

After the parade, No. 142 was scheduled to haul the NYS&W's consist with No. 2400 for a round trip between Scranton and Moscow, but due to problems with installing a National Park Service (NPS) radio, No. 2317 had to lead the round trip, instead.[41] Shortly after the ceremony ended, Nos. 142 and 2400 returned the consist to Syracuse.[41] On August 19, No. 142 hauled another excursion from Syracuse to Chenango, where its consist was combined with a northbound excursion hauled by No. 261, and then the two locomotives doubleheaded to Syracuse.[43][44] The following day, No. 142 hauled a round trip solo, between Syracuse and Tully.[43]

Afterwards, No. 142 was left in storage in Utica, for the next three years, to undergo an overhaul.[45][46][47] In 1997, when it was announced that Conrail would be split between NS and CSX, the NYS&W—knowing the split would affect their intermodal operations—began to make corporate changes to save costs and to protect their overall freight business.[48][49] One of the changes was to unceremoniously discontinue their steam program, and they sold the rights to operate No. 142 to the NYS&W Technical and Historical Society, but the railroad would still retain ownership of the locomotive.[3][50][51] The historical society subsequently made plans to host their own public relations excursions with No. 142, labeled as "Steam on the Susquehanna".[52][53]

In March 1998, No. 142's overhaul was completed, and it underwent another test fire.[45][47] On the weekend of March 28-29, as part of that year's Marathon Maple Festival, No. 142 hauled some push-pull excursions with E9 No. 2402 and SD45 No. 3634, between Cortland and Marathon.[45][46][54] On July 9, as part of the 1998 National Railway Historical Society (NRHS) Convention in Syracuse, No. 142 lead an excursion between Syracuse and Binghamton, with Lackawanna E8s Nos. 807 and 808 part of the consist, and for the return run, the E8s lead the train, while No. 142 was coupled to the opposite end, tender-first.[55][56][57] The round trip was repeated, on July 11, but it only traveled as far as Chenango Forks.[55][57]

Following the convention, No. 142 visited the GMR and the Vermont Railway for two and a half months, to haul a series of excursions on their trackage.[58] In early October, No. 142 stayed in Bellows Falls, and took part in filming of The Cider House Rules, and since the film took place in Maine, the locomotive temporarily received Bangor and Aroostook lettering.[58] No. 142 was subsequently ferried back to the NYS&W, but on October 6, during the beginning of the journey, the locomotive had to assist a Vermont Railway GP18 with a freight train.[58] On October 17-18, No. 142 was paired with Chesapeake and Ohio 614 to doublehead some Fall Foliage excursions over NJ Transit and Conrail between Hoboken, New Jersey and Port Jervis, New York.[59]

In 1999, another schedule of excursions was planned for No. 142, but sometime that year, while No. 142 was being ferried from Utica to Chenango Forks, its left side cylinder suffered a catastrophic failure.[53][60] The locomotive had to travel to Binghamton with only its right cylinder intact, and it subsequently had to be repaired.[60] Throughout October and November, No. 142 hauled another series of Fall Foliage excursions between North Bergen and Warwick, and the trips were to help the Historical Society fund construction of a new locomotive shed to relocate No. 142.[53][61] On September 10, 2000, No. 142 hauled an excursion over NJ Transit between Dunellen and High Bridge, and it was sponsored by the Dunellen Merchants and Professionals Association for their Dunellen Railroad Days event.[62]

On June 16-17, 2001, No. 142 hauled some excursions between Butler and the Pequannock area, as part of Butler's Centennial Celebrations.[63][64] No. 142 was scheduled to haul excursions for another Dunellen Railroad Days event, in September of that year, but NJ Transit ordered for the event to be cancelled as a security precaution, following the September 11 attacks.[65] On September 7-8, 2002, No. 142 was able to haul Dunellen Railroad Days excursions over NJ Transit's Raritan Valley line, without incident.[65] On September 28, No. 142 participated in the Lincoln Park Days event, by hauling four push-pull excursions with NYS&W Nos. 2400, 2402, and 2012, over NJ Transit between Lincoln Park and Netcong.[66]

The following day, No. 142 lead another Lincoln Park Days excursion, but prior to the return run, one of the locomotive's axle bearings overheated and disintegrated, after one of its lubricator pipes fell off.[66][67] The three NYS&W diesels had to cover the rest of that day's excursions, and for the next several weeks, No. 142 was left in temporary storage on a siding in Little Falls, while crews figured out how to solve its axle problem.[66][67] The locomotive was later towed to Little Ferry, and due to a lack of an available drop pit there, crews opted to gently push the locomotive over the side of a turntable pit and use a crane to remove its faulty axle, and then the axle was shipped to the Strasburg Rail Road to have its bearing replaced.[66][67]

By May 2003, No. 142 was relocated to the NYS&W Historical Society's newly-built shed in Butler, where it underwent some additional repairs, which involved the installation of heat sensors for the bearings.[68][69] By August 21, the repairs were completed, and No. 142 performed another test run between Butler and Limecrest.[67][68] It subsequently hauled some additional Dunellen Railroad Days and Lincoln Park Days excursions, without incident.[67][68]

Bel-Del excursion service

[edit]

On August 9, 2024, NYS&W 142 spent two days under its own steam when getting its new boiler tested. It is undetermined when the locomotive will return to operation.[70]

See also

[edit]

References

[edit]
  1. ^ Gibbons (2016), p. 174
  2. ^ Gibbons (2016), p. 163
  3. ^ a b c d e f Tupaczewski (2002), p. 101
  4. ^ a b c d Keefe, Kevin P. (September 1989). "Stranded steam". Trains. Vol. 49, no. 11. Kalmbach Publishing. pp. 7–8, 18. Retrieved September 19, 2024.
  5. ^ a b c d Gibbons (2016), p. 63
  6. ^ Gibbons (2016), p. 159
  7. ^ Gibbons (2016), p. 1
  8. ^ Gibbons (2016), p. 2
  9. ^ Gibbons (2016), p. 71
  10. ^ Gibbons (2016), p. 69
  11. ^ Gibbons (2016), p. 70
  12. ^ a b c d Wrinn, Jim (July 1992). "Aberdeen & Rockfish 2-8-2 40". Railfan & Railroad. Vol. 11, no. 7. Carstens Publications. p. 62.
  13. ^ a b c Conrad, J. David (August 1993). "Aberdeen & Rockfish 2-8-2 40". Railfan & Railroad. Vol. 12, no. 8. Carstens Publications. p. 42.
  14. ^ a b c d e f g h Ap (1989-12-25). "Steam Rides Again! China Engines, U.S. Rails". The New York Times. ISSN 0362-4331. Retrieved 2023-01-17.
  15. ^ a b c d Miller (2017), p. 107
  16. ^ a b c d e "Railnews - Tang Shan 2-8-2s". Railfan & Railroad. Vol. 9, no. 9. Carstens Publications. September 1990. p. 38.
  17. ^ a b c d e f g h i j k l m Miller (2017), p. 108
  18. ^ a b c "Railroad News Photos". Trains. Vol. 50, no. 5. Kalmbach Publishing. March 1990. p. 14. Retrieved September 19, 2024.
  19. ^ a b "Railroad News Photos". Trains. Vol. 50, no. 6. Kalmbach Publishing. April 1990. p. 17. Retrieved September 28, 2024.
  20. ^ "Railroad News Photos - It's Official". Trains. Vol. 50, no. 8. Kalmbach Publishing. June 1990. p. 12. Retrieved September 28, 2024.
  21. ^ a b Miller (2017), p. 109
  22. ^ a b "Arrivals & Departures - Mikado Mishap". Trains. Vol. 50, no. 10. Kalmbach Publishing. August 1990. p. 10. Retrieved September 28, 2024.
  23. ^ "Railroad News Photos". Trains. Vol. 51, no. 4. Kalmbach Publishing. February 1991. p. 14. Retrieved September 28, 2024.
  24. ^ Tupaczewski (2002), p. 4
  25. ^ a b c d e Forero & Vecchio (1992), p. 48
  26. ^ a b c "Editorial - Newsflash! Steam Sunk!". Susquehanna Reflector. Vol. 3, no. 2. NYS&W Technical and Historical Society. August 1991. p. 6.
  27. ^ a b c d e "NYS&W's Chinese 2-8-2 Sank". Railfan & Railroad. Vol. 10, no. 10. Carstens Publications. October 1991. p. 46.
  28. ^ a b c d e f Forero & Vecchio (1992), p. 49
  29. ^ a b Amberger, Ron (May 1991). "Susquehanna's Chinese 2-8-2". Railfan & Railroad. Vol. 10, no. 5. Carstens Publications. p. 44.
  30. ^ Hudson, Mike; Atkins, Philip (September 2007). "Locos lost at sea. The all-time definitive record". The Railway Magazine. Vol. 153, no. 1277. pp. 14–19. ISSN 0033-8923.
  31. ^ "The Business Times". Singapore. June 10, 1991. p. 30.
  32. ^ "Editorial - Steamy Situation". Susquehanna Reflector. Vol. 3, no. 3. NYS&W Technical and Historical Society. November 1991. p. 6.
  33. ^ a b c d "Chinese 2-8-2 1647". Railfan & Railroad. Vol. 11, no. 3. Carstens Publications. March 1992. pp. 43, 45.
  34. ^ a b c d e "Editorial - Steam Debacle Solved". Susquehanna Reflector. Vol. 3, no. 4. NYS&W Technical and Historical Society. February 1992. p. 6.
  35. ^ a b c Forero & Vecchio (1992), pp. 50–51
  36. ^ "Railroad News Photos - Debut". Trains. Vol. 52, no. 7. Kalmbach Publishing. July 1992. p. 16. Retrieved September 21, 2024.
  37. ^ "Fall Foliage Excursions to run behind NYS&W 142". Susquehanna Reflector. Vol. 2, no. 3. NYS&W Technical and Historical Society. October 1992. p. 16.
  38. ^ "NYS&W Expands into Syracuse". Susquehanna Reflector. Vol. 4, no. 4. NYS&W Technical and Historical Society. July 1993. p. 15.
  39. ^ a b "A Susy Q Steam Freight". Railfan & Railroad. Vol. 12, no. 10. Carstens Publications. October 1993. p. 45.
  40. ^ "Railroad News Photos - Double Fun". Trains. Vol. 54, no. 11. Kalmbach Publishing. November 1994. p. 33. Retrieved September 24, 2024.
  41. ^ a b c d e Vecchio, Mike Del (October 1995). "Steamtown's Grand Opening". Railfan & Railroad. Vol. 14, no. 10. Carstens Publications. pp. 40–44.
  42. ^ Barry, Steve (June 26, 2020). "Steamtown's Grand Opening 25 Years Later". Railfan & Railroad. White River Productions. Archived from the original on January 20, 2021. Retrieved December 11, 2021.
  43. ^ a b "Climb aboard a steam train this weekend". Press & Sun-Bulletin. August 16, 1995. p. 23 – via Newspapers.com.
  44. ^ "Railroad News Photos - Hotshot". Trains. Vol. 55, no. 12. Kalmbach Publishing. December 1995. p. 37. Retrieved September 24, 2024.
  45. ^ a b c Fine, Liz (March 25, 1998). "Maple fan? Take a ride on No. 142". Press & Sun Bulletin. p. 6 – via Newspapers.com.
  46. ^ a b "Railroad News Photos - On the road again". Trains. Vol. 58, no. 7. Kalmbach Publishing. July 1998. p. 29. Retrieved September 24, 2024.
  47. ^ a b Onorevole, Rich (1998). "President's Message". Susquehanna Reflector. Vol. 8, no. 4. NYS&W Technical and Historical Society. p. 1.
  48. ^ Tupaczewski (2002), p. 5
  49. ^ Stephens, Bill (January 1998). "The Susie-Q Saga". Trains. Vol. 58, no. 1. Kalmbach Publishing. pp. 42, 44. Retrieved September 25, 2024.
  50. ^ Burton, Sandy (June 2004). "Steam Trains on the Delaware—Belvidere & Delaware River Railway Inaugurates Excursions". Railpace. Vol. 23, no. 254. Railpace Company, Inc. pp. 20–22.
  51. ^ Vondrack, Otto (July 10, 2013). "A Brief Encounter with Susquehanna Steam". Railfan & Railroad. Carstens Publications. Archived from the original on December 8, 2023. Retrieved September 26, 2024.
  52. ^ Pinglora, Ray (2003). "President's Message". Susquehanna Reflector. Vol. 11, no. 2. NYS&W Technical and Historical Society. p. 1.
  53. ^ a b c "From The Current Timetable - Excursion Report". Susquehanna Reflector. Vol. 9, no. 4. NYS&W Technical and Historical Society. 2000. pp. 13–14.
  54. ^ "Odds and Ends". Susquehanna Reflector. Vol. 8, no. 4. NYS&W Technical and Historical Society. 1998. pp. 16, 19.
  55. ^ a b "The 1998 Syracuse NRHS Convention". Railfan & Railroad. Vol. 17, no. 10. Carstens Publications. October 1998. pp. 42, 45.
  56. ^ "Markers - The 1998 NRHS Convention". Railfan & Railroad. Vol. 17, no. 10. Carstens Publications. October 1998. p. 64.
  57. ^ a b McGonigal, Robert (October 1998). "Railroad News - Success in Syracuse". Trains. Vol. 57, no. 10. Kalmbach Publishing. p. 28. Retrieved September 25, 2024.
  58. ^ a b c "Railroad News Photos - Not what you think". Trains. Vol. 59, no. 1. Kalmbach Publishing. January 1999. p. 36. Retrieved September 24, 2024.
  59. ^ "Railroad News Photos - Happy 50th, 614". Trains. Vol. 59, no. 2. Kalmbach Publishing. February 1999. p. 31. Retrieved September 25, 2024.
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Bibliography

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