Feature Articles 4 The New York Susquehanna & Western Passaic Industrial Branch Brian Cronk Departments 2 3 Hi All, The Season is finished and now it’s time to sit back and reflect on what was accomplished in 2016 and look forward to an even better 2017! 2016 marked the first “Passenger” rides out of Milford. Member Don Chaudruc rebuilt a GE 45 tonner and pulled Caboose rides during the Milford Alive event. Prior to the runs he had about 1.5 mils of track rebuilt so the trains could run. His goal is to add to that in 2017. To say it was a hit with the people of Milford is an understatement. Hopefully we can make a bigger statement this year. The Polar format was changed slightly to help the Trains run on time. The changes were a success and well received by our riders. It’s things like this that keep our riders coming back year after year. Good things are happening! As always there are a ton of things to do and so little time to do them. Your help will make it happen. Come out and give an hour or a day, it all helps. Upcoming work in 2017. 142 Winter Work. Winter work on the Coaches Work on the M1. Brush/tree cutting along the ROW Work in the Station Area Come on out to help make 2017 another Great Year for our Society! There are a few new things coming in 2017, but more on that in a future issue! As always, my “door” is always open to you, our members. President John Stocker 2 Meeting Dates April 6th in Rochelle Park July 22nd in Phillipsburg October 5th in Rochelle Park 5 6 He Built A Locomotive The Edgewater Tunnel 10 Bel-Del News in picture 12 13 18 Maywood Station Historical Committee Ed Kaminski From The Current Time Table Ralph Bonanno Shop Talk Martin Den Bleyker Covers Front: NYSW #142 coming into Baer yard at the end of the day in August 2016. Photo: Chris Cotty Rear Top: NYSW BH2 Blodgett Mills NY February 8th 2011 Photo: Photo: Ed Kaminski Rear Bottom: NYSW #142 on the turntable in North Walpole New Hampshire in January of 1992 Photo: Scot Whitney President’s Message John Stocker NYS&W Caboose # 0112 The Whippany Railway Museum

New York, Susquehanna & Western Railroad Caboose No. 0112 N ew York, Susquehanna & Western R.R. (NYS&W) Caboose 0112 was originally constructed by the International Car Co. in 1948. It was built as part of a tencar order to replace the NYS&W’s aging fleet of wooden cabooses. It is a standard International steel NE-6 Cupola – style caboose design. Over the next 30 years, No. 0112 served the Susquehanna well until it was retired and sold to a private individual in 1979. During it's last years on the "Squeak", 0112, Caboose 0112 being delivered at Croxton, NJ 10-4-1948 John L. Treen photo along with her sister cabooses, had their windows plywooded over in an effort to reduce vandalism and protect train crews from being injured by rocks thrown at the trains as they rolled along the Eastern end of the railroad. In 1982 the car was acquired by the Morristown & Erie Railway (M&E). Shortly thereafter, it was refurbished by the M&E shop crew and painted and lettered into the Morristown & Erie scheme and given the road number "4". The caboose features solar-powered lighting which was installed by the railroad in the mid-1980’s. For the next 3 decades the caboose was a familiar sight at the end of M&E freight trains. Since 2005 the caboose has been included in the regular consist of the Museum's Summer Excursion Train Rides, but was being used less frequently on freight runs. In 2011 the caboose 3

was retired from freight service and in January 2012, it was acquired by the Whippany Railway Museum. Keeping with the Museum's program to restore its heritage collection to as near original state as possible, Museum volunteers have restored the caboose to its original 1948 Susquehanna Railroad appearance (including its original number 0112), both inside and outside. The car will continue operating on Whippany Railway Museum excursion trains, while presenting visitors with yet another example of New Jersey Railroad History .Article used with permission from the Whippany Railway Museum. Check them out in person, or on the web: http://www.whippanyrailwaymuseum.net/ NYSW 0112 in Littler Ferry Yard in 1987 NYS&W Caboose 0119 rolls through Hyper-Humus, NJ in 1948. Photo: Bob Collins 4

O F ALL THE HOBBYISTS today building model railroads—and the estimates run up to 50,000 — E. E. Palmer probably holds the world's record for constructing the largest locomotive. It is so big that an entire building on U. S. Route 30 just west of Wooster, Ohio, had to be erected to house it. "She's really a monster," boasts the 83- year -old railroad enthusiast, "about 40 feet long and more than 11 feet tall. The boiler alone is 18 feet in length and has a circumference of 14 feet." Even to the forewarned visitor the actual sight of it comes as a shock. Inside the Palmer residence—which resembles a fire station sandwiched between two old railroad cars—the huge engine and its tender tower almost to the ceiling. Old 999—named to commemorate the New York Central's record-breaker,—is a copy of no particular locomotive. At the age of 70. Palmer began work on the ingenious combination of metal, fiberboard, wood and cut glass. Constructing it in his garage, he soon had to tear down the building to make room for his hobby. Realistic -appearing rivets were made by hammering hundreds of chair -leg gliders into the boiler and bulkheads. A few old gauges from wrecked locomotives lent an air of authenticity to the cab—so much so that visiting engineers have remarked that they "feel right at home up there." Red reflectors give the appearance of an actual fire roaring in the firebox. Powered by an old truck motor, the mammoth model rests on 12 rubber -tired wheels, and can be driven on the highway "with the ease of an automobile" according to Palmer. The ex -carnival man, traveling salesman, inventor and one-time "Chipped Glass Name Plate King" has worked at about every conceivable occupation. "But the one I missed was the one I wanted most—railroad engineer," he sighed. Known locally as the "Locomotive Works," Palmer's house was built especially for the E. E. Palmer Overland Limited. Actual 5 living quarters are squeezed into an ancient railroad car on the right side of the building. Once the private car of some railroad president (even Palmer doesn't know which one), it was according to its owner "one of the most ornate ever to glide over the rails." Its antique atmosphere of faded carpets, dangling chandeliers and fringed curtains delights Palmer and, though wealthy, he would live nowhere else. Attached to the left side of the main structure, an old interurban coach purchased for $80 serves as workshop and office for Palmer's name -plate business. In the old relic, which once ran on the old Northern Ohio Traction between Cleveland and Akron, he continues to manufacture chipped glass, sparkling signs and house numbers by the method he patented in 1898. "During one holiday week end some 300 visitors came to see me and my monster streamliner," he says. Then with a shrug he adds, "But after all, what's more fascinating than a trackless locomotive! * * *

T he Edgewater Tunnel is a former New York Susquehanna & Western railroad tunnel through Bergen Hill, the Hudson Palisades. Originally opened in 1894, it was built to gain access to the Hudson River waterfront. About 200 feet underground and about 1 mile long, its western cut and portal is located in the Fairview Cemetery in Fairview and the eastern portal is located in Edgewater. The right of way was taken out of use in 1985 and the track was removed seven years later. A pipeline now runs through the tunnel between the Hess facilities in Bogota and Edgewater. A power cable, part of the Hudson Project, runs from a Bergen Generating Station substation through the tunnel and under the Hudson to Midtown Manhattan and was completed in 2013. The branch line remains in partial use between Undercliff Junction in Ridgefield, and the bridge at US Route 1 and 9 in Fairview east of Route 1 and 9, but trackage through the cut and tunnel was removed in October of 1992. The right-of-way itself has not been abandoned. During the 1980s and early 1990s, planners and government 6 officials realized that alternative transportation systems needed to be put in place to relieve increasing congestion along the Hudson Waterfront. It was decided that the most efficient and cost-effective system to meet the growing demands of the area would be a light rail system. When a new transportation network was proposed, it was suggested that the tunnel be used for what became the Hudson-Bergen Light Rail, but that idea was ultimately rejected in favor of the Weehawken Tunnel. The Hudson Waterfront/River Road corridor has seen extensive residential and commercial development and subsequent congestion since that time, and further studies of a more comprehensive transportation strategy have been conducted. The Hole Story on the Fairview Tunnel I grew up, and still live in Fairview, just about 1000 feet from the Fairview portal, and this tunnel has always held a special place for me. As kids we used to go down there to cool off in the summer, as the air was very cool from the rock walls, which were about 200 feet underground. It is just under one mile in length, making it the longest

to one side. I still remember feeling scared, creeping along behind my friends, wondering if I would fall into the dark, if a train would enter while we were in there, or if the bats would get us! Well, we made it, there was no train, and we never saw any bats either. The way back was even scarier since our torches went out and my friends decided to walk the tunnel anyway. So we walked it IN THE DARK! I really can recall seeing the light at the far end getting closer, and wishing it would come sooner! Back then some rock was coming down in spots, and some areas of brick too had fallen. That would have surely killed us. The last time I walked it was when an outside company was removing the track for the railroad. The state has discussed for years putting light rail on the branch for commuter service, and I’m sure it will happen, as it is too valuable to let it go to waste. There was even talk of the state using it for truck traffic. NYSW 4002 exits the east portal at Edgewater to weigh cars. This location is now a very expensive condo area. Notice the NYSW stone above engine. Engine is sitting on the switch that was the west wye. Track to right went to the scale. Photo taken on November 13, 1988 by WinPix railroad tunnel on the New Jersey side of the Hudson. It was even used as an atomic bomb shelter during the cold war. I was fortunate enough to actually walk through it while the tracks were being pulled up. Some of the stories people tell of this tunnel are incorrect, as no one was ever hit by a train coming out of it. In fact, the train used to crawl going in and out of the tunnel, as the tracks were always wet due to poor drainage, and were in bad shape back then. There is a center air portal, which is really cool to see from the inside looking out. While doing research on the tunnel years ago (I belong to the NYS&W Historical Society) I discovered that there are in fact three air shafts, all made during construction, but they were all filled in after opening. Then due to excessive smoke from the coal-burning steam locos, they opened one up for air. Now, Fairview is a very congested town, so two poor homeowners, probably unbeknownst to them, live above a 100-plus-year-old, 200-foot-deep shaft! My friends and I once walked through the tunnel when we were about 12, with makeshift torches. As it was always flooded down there, especially on the Edgewater side, we had to walk along a four-foot wide metal pipe placed off It really was a fun, quiet place for us kids to hang out and explore, and really beautiful, with wild ferns all around the rock and a stream running gently nearby. It never was a “bad” area as some people have suggested. It’s sad to see the chain link fences up at both ends now. I actually pondered driving through it with a Jeep, but I guess that wouldn’t happen now. –Kenneth Accomando The portal on the Edgewater Side, still in decent condition. 7

Left: The right of way in a cut through the Fairview Cemetery approaching the Fairview portal.

T he best way to show what's going on around the railroad is with pictures! Here are some pictures of the work. Left to right, top to bottom: 1. After winning a long battle with Pohatcong Township our Susquehanna Mine has been completely rebuilt. This picture is from the very top of the sluice run. 2. Everything at the mine was moverd180 degrees. Here we see ongoing construction. 3. Dylan Vieytes and a young passenger on The Polar Express. 4. Member April “Doc” Koschker carved “Billy Bear” in memory of member Bill Doran. Billy Bear got a new cement base this year. 6. Chuck Hoering and Les Coleman working on the caboose hop during the Milford Alive event. 7. Engineer (trainman) Frank Capalbo, in the Christmas spirit, on The Polar Express. 8. Families coming to board The Polar Express. 9. Engineer Wayne Jennings on The Great Pumpkin Train. 10. The staff of the Ol’ Susquehanna mine, Sam, Martin, Alecia and Miles. 11. Santa Chuck Hoering on the Polar Express. 12. The new mine is really quite a spectacle. It has various water features, and really out does the old setup. 13. With a rebuilt mine our fall trips were the most successful ever. Here we see the crowds awaiting to return on the next Great Pumpkin Train. 14. Greg Ruch and Keegan Forke getting the steam locomotive ready for the days work.

By Ed Kaminski SANTA MADE HIS ANNUAL VISIT TO THE MAYWOOD STATION MUSEUM ON DECEMBER 17, 2016 Santa made a special visit to the Maywood Station Museum for the 15th Annual Santa at the Maywood Station Museum event on December 17, 2016. Santa met with each good little boy and girl and every child received a bag of treats courtesy of New Jersey Operation Lifesaver; Atlas Model Railroad Company; the New York, Susquehanna & Western Railway; and the Maywood Station Museum. Each child attending also was given a free chance to win special raffle prizes including a BMW Junior Bike Tricycle courtesy of Park Ave BMW, which was won by Louis Steccato and an Atlas H.O. Starter Train Set courtesy of Atlas Model Railroad Company, which was won by Sarah Jain. Santa said to be good little boys and girls this year and he'll see everyone again next December! NYS&W 3810 on the SU-99 passing Maywood Station March 8th 2013. All Photos by Edward S. Kaminski 12

date, along with redecking a few small bridges, installation of new ties and upgrading crossing signals as well. Construction is expected to continue through 2017. On the Southern Division, The state of NJ announced sometime back, and was reported here previously, a grant for the NYS&W of $ 6.2 million for the rehabilitation and replacement of the drawbridge at the entrance to the Little Ferry terminal at MP 10.73, adjacent to the Bergen Turnpike crossing at Ridgefield Park, NJ. The bridge dates back over 100 years and has been in need of repair for some time. The grant was to come from the New Jersey Transportation Trust Fund, a fund used normally for the maintenance of the state’s transportation infrastructure. However, like other projects slated for work under the TTF, they all came to a halt in June of 2016 when the fund ran out of money and the project was put on hold. This also affected another project related to the NYSW, an overpass in North Bergen NJ to eliminate the 69th street crossing over the NYSW and CSX tracks. FALL 2016 OK folks, after what seemed to be a somewhat lengthy absence, it’s time to get caught up on the activities of the railroad we all follow. There’s plenty of news this time, so settle back and take it all in……. OPERATIONS The railroad has been anything but quiet since this column appeared the last time. The Northern Division is seeing the Utica main being rehabilitated, there has been track work on the Southern Tier (CNYK) and Southern Division, and there’s been some traffic adjustments and fluctuations as a reflection of the overall economy. To start things off, the Utica Line has seen significant track work to repair the numerous washouts form the past several years. A multiyear effort to restore service along New York, Susquehanna and Western Railway's (NYSW) Utica main line will continue this year into 2017 starting with the removal of brush and other obstacles along 45.5 miles of right of way in Chenango County, N.Y. NYSW's Utica Main Line was taken out of service after flooding in 2006 ruined the track. In 2011, the CCIDA obtained $772,000 in funding from the New York State Department of Transportation toward the rail line's repairs. That funding leveraged an additional $4.7 million in federal funds. The NYSW, Chenango County, Development Chenango Corp. and CCIDA are providing a total of more than $400,000 to complete the nonfederal match. When completed, the project will allow restoration of NYSW service between Binghamton and Utica, and will provide freight customers with access to both the Norfolk Southern Railway and CSX lines. Frontier Railroad Services LLC of New Stanton, Pa., will begin the brush clearance which will allow access to damaged sections of track that are scheduled for repair during the 2016 construction season, said Chenango County Industrial Development Agency (CCIDA) officials in a press release. Starting in the Sherburne area, workers will fill washouts, resurface bridge decks, and make other repairs. The project's final phase will involve replacing several thousand crossties and reactivating crossing signals, agency officials said. Progress has been made in rehabbing several crossings to 13 After several months of legislative horse trading, a compromise for funding was reached between the Governor and the legislature. The compromise called for an increase of 23 cents/gallon to the state’s gasoline tax. This took effect in New Jersey effective November 1st, 2016. As part of the deal, a public question was placed on the ballots on Election Day which would in effect lock the revenues raised from the tax into the transportation trust fund ONLY, thus creating a dedicated fund that can’t be diverted to other alternate state spending. Now with the funding matter solved, it’s a matter of time before the drawbridge gets the work it needs. Work should start sometime in 2017. Stay tuned. As for the other operations and related news, the summer of 2016 saw significant tie replacement on the Southern Tier (“Central New York Railway” east of Binghamton), with several work trains operated and parking at Narrowsburg, MP 122, on several occasions. Signal work was also done, preparing for the eventual coming of Positive Train Control (PTC). This included the installation of new interlocking signals at CP SPARROW, just west of Port Jervis, among other locations. Elsewhere on the Southern Division, there was several grade crossings that received upgrading of pavement and signals, and sometime this spring, the railroad will have installed and placed online several new defect detectors. The new detectors, which will check for hotboxes and dragging equipment, were being installed along the Southern Division mainline at several locations in the fall of 2016. While not final, it’s believed the locations will be at Maywood, Campgaw, Smith Mills, Newfoundland, Sparta and Pelton Road, Warwick, where the railroad meets end to end with the M&NJ. Currently, there is just a high car detector at MP 11.1 in Ridgefield Park (normally not turned on), and at MP 63, Sparta, just past Sparta Jct under the Route 15 overpass. The next detector after that is on the Southern Tier at MP 71, about 17 miles east of port Jervis. As these will be radio alarm (“talking”) detectors, it should make it easier to actually follow one of the trains over the main. As for other areas of operations, The Sparta local, the SJ-1 was abolished earlier in the year but re-established in September. They still get their cars from the SU-100 and the outbound cars get picked up usually by the 100, taken to Little (Continued on page 14)

Westbound SU 99 at Smoke Rise, Kinnelon, NJ May 2016 Ferry, and then get sent west on the SU-99. The rest of the Southern Division assignments, the “WS” crews are working as usual, with the one exception being the afternoon intermodal crew, the WS-3. The start time for this job was adjusted to reflect some changes in the CSX traffic into and out of the Little Ferry intermodal terminal. Over the summer, CSX started a new Atlanta to Quebec intermodal train, Q192/193. Both trains set off and pick up at Little Ferry. As a result, the Q004 which on Thursdays would set off UPS traffic and the Q002, the hotshot UPS train from Chicago, also on Thursdays, have been adjusted to do their work at North Bergen instead. The outbound traffic of Q003 and the once a week Q001 are running from Little Ferry as they have in the past. And in a reflection of the economy, traffic has remained steady if nothing else. The 100’s and 99’s, while sometimes smaller, are still running regularly with decent sized trains and the locals all have plenty of work to keep themselves busy. MOTIVE POWER REPORT Things haven’t been too quiet in this department either. The 14 two SD33ECO units, the 3012 and 3016 are performing their duties as intended. Usually one will be assigned to the WS-4, the job that goes east to North Bergen and Jersey City, and the other one is usually assigned to one of the other local crews. The other power, that is the NS and CSX leased units can be found on both divisions. September and October found the NS 5291 and 5294 assigned to the Northern Division for a while. The CSX units are also rotated. A recent addition has been CSX GP38-2 2645, replacing a similar unit out of service for some traction motor repairs/work. The SD40’s, the 3022 and 3018 have made several round trips to and from Jersey on the SU-100/99’s to supplement the SD60’s. And speaking of which….. The SD60’s are earning their keep on the road trains as usual. However, they have been rotated into and out of the NS shops in East Binghamton for the installation of cab signals and PTC software, which will be needed primarily between CP SPARROW west of Port Jervis and Hudson Jct. If you look closely at the cab roof, you can see the antennas and such which have been installed. It not known if they have been tested other than (Continued on page 15)

Eastbound SU 100 with Ron Updike at the throttle rolls thru Campbell Hall NY and the M&NJ power Oct 2016 as part of the installation process and initial inspections. As for the SD45’s and 3010, the 3634 and 3010 are still out of service, each needing its own work before returning to service. The 3618 has been seen working around Binghamton, staying close to the home shop. And then there’s the oddball leased unit the NS 5146. This is a high hood GP38-2, built to run long hood forward. This unique high hood unit has been the focus of attention by the railfans, since high hood units anywhere are pretty hard to find. It also has been rotated between divisions, but at press time was not on the property. It recently was sent back to the NS for repairs to its starter and hadn’t returned to the railroad yet. But when it’s around, it provides some alternative power to the usual GP’s and SD’s. Get your pics while you can. And that about wraps things up this time around. If you have any news to contribute, feel free to email me at blet601@gmail.com, or post it to the “Railfans of The NYS&W” Facebook group. We are always looking for more information and news from both divisions, and remember, 15 we are only as good as our members, so please feel free to contribute of you can. We can’t do it alone. Until next time……. Photographs on next page.. All photographs by the author. Top left :Westbound SU 99 at River Road, Elmwood Park, NJ Sept 2016 Top right : One of the SD33 ECO's at Mt Vernon St, Ridgefield Park NJ July 2016 Bottom left :NS 5146 and one of the SD33ECO's at Ridgefield Park, NJ Oct 2016 Bottom right: Westbound SU 99 at Wyckoff, NJ July 2016

Society and has proven useful in moving 142 for maintenance. It belongs to Don Chaudruc who has also received an old pickup form the Black River which he has severely upgraded to the point of not being able to recognize it. Both engine and truck sport a “DRR” logo fashioned after the Pennsylvania Railroad “PRR”. We have always been caretakers of the right-of-way When an El Nino develops, winter tends to be milder and in 2016, it was a strong El Nino and particularly mild here. The real cold didn’t start until mid-January and despite one 2degree morning, February finished 4 degrees above average. The one solid snow, the blizzard, didn’t drop as much snow on the railroad as it did all around us. After two bad winters, this was a relief. Even with an early Easter and a minor threat of snow keeping attendance down a bit, the blizzard was really all there was for snow. The one cold morning of 2 degrees did cause three pull-aparts in the rail though. So it’s a bit ironic that it was a mild winter for work on 142 as well. No unexpected problems arose this year in the winter maintenance program. That is, until the June 12th test run when another leaking staybolt appeared as it was put away in the shop causing a further delay to June 25th to begin its summer season operation. June 24th and 27th, we provided a train for yet another film shoot to our credit. The tiny company called Random Hero Films was making a film called Anna Karenina, though it’s about the book itself, not the story within the book as with two earlier films. Meanwhile, on July 29rh, Figs For Italo played 30 miles down the river in the New Hope (PA) Film Festival. Yours truly participated in the after-showing discussion. when it comes to keeping it clean, so our brush cutter was out primarily working on the new section of track and further south into the next mile or two. But Don took it a step further. He raised enough money to restore a mile and a third out of Milford and took the 45-tonner, now number 146, to Milford with a caboose for Milford Alive day, a celebration of the town’s self. The response was overwhelming, from the donations received to the reception in town. So many people said they were thrilled to hear a train horn in town for the first time in 11 years. The donations continued to come in for getting the next mile of track rebuilt for next year and hopefully, a bigger train. With only 15 seats available in the caboose, we ran on Sunday of that weekend also, carrying 435 passengers over the two days. It was ironic that Don explained to one group how much resistance he got from the power plant in Holland where he obtained the engine. When the engine and caboose crawled south on the out-of-service track past the power plant, it looked like everyone in the plant turned out to the front gate to see it. Two of them have worked there long enough to have actually used the engine in plant service, moving oil cars into position. When the plant converted to gas, the engine sat, out of a job for thirty years rusting away. Just to recap on the track work, as we push south, Every year we rebuild one of the passenger cars, this year it was the 533. To accomplish this we first remove all the seats and their pedestals, strip off the old tile floor, and clean and repair the wooden sub floor. Once this is accomplished we install the new carpeting and clean the entire car. The ceilings, walls and stainless sides all get cleaned and polished. At this time all worn and ripped seats are reupholstered and the seats are then reinstalled. Once we are done the cars look brand new! Start to finish this takes about three months to complete. Work on the GE 45 ton loco continued with wheel grinding and brake work. The engine is now leased to the 18 we have been running into ballasting problems with the track upgrade. First was the foundation of the right of way sliding downhill toward the river, which was fixed. Then came the trees where the roots were picking up and twisting the rail. A tree cutter went to work on them in February He also took down a large tree leaning toward the track in a place where the train leans toward the tree in an area we already use. This “teepee” was starting to rub the train in the middle of the bi-levels. As of this writing, we are only a quarter mile from the crossing that marks entry into Riegelsville and just minor work remains on that section. Once in Riegelsville, we will finally be able to service Villa Milagro Winery without the use of a bus as the winery property is adjacent to the railroad at this point. One theme we’ve always been about is that it’s not just a train ride. Train have always been historically about having a place to go. So when we closed the gem mine operation to make renovations, it hurt business early in the season when it took longer than we cared to finish. We finally reopened the mine on July 8th for the Thomas event. It featured an improved platform for a station now named “Snyders” for the host family of the corn maze. It also saw a rearrangement to the mine layout to improve customer flow and some better picnic tables. While Riegelsville is yet to be reached and

Group photo with all the power plant staff from the plant that 146 originally came from . developed into a place to go, the mine remains an important adjunct to the operation. Our biggest priority now is to establish a permanent shop building. It is urgently needed to address the major 15year inspection of the steam engine, due at the end of the 2017 season. Work toward this goal has started and there should be a major update on this project in the next issue. This building will also expedite other projects such as being able to refurbish the coaches in wintertime In October in having to use diesel power, we set an all-time record for a “regular season” weekend, carrying over 3100 passengers, rivaling Polar Express and contributing to our best ever October pumpkin runs. The Winery Train had already seen increased numbers during the year, often having to run a “second section” when the first train filled up. In October, we began running three trips a day for the winery, contributing to the weekend and October records. So again, it’s all about how we need help. Metal workers, painters and other specialties, while they can be hired, keep cost down if they’re done in-house. But grunts, minions and gophers are also needed as are all levels in between. No special skill is required to contribute time to our restoration efforts and many skills can also be learned along the way. Our operations also need more people to run the trains or help out on the grounds during a special event; or a busy October day. For either, you can contact Mechanical@nyswths.org for information on how to help or visit the new Facebook Shop Portal which available to all those on Facebook with interest in working in our shop facility. On Facebook simply search for “New York Susquehanna & Western T&HS SHOP. For non-Facebook users a non interactive version of the Shop Facebook page is available at 877trainride.com in the membership portal. To keep up top date on work sessions and goings on in the shop, visit our new Shop group on Facebook . On Facebook simply search for “New York Susquehanna & Western T&HS SHOP. For non-Facebook users a non interactive version of the Shop Facebook page is available at 877trainride.com in the membership portal. 19

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