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The Wikipedia article about Hell Gate Bridge includes this information
"Carries??? Amtrak Northeast Corridor; CSX/CP (D & H) freight"
Did D&H actually use Hell Gate Bridge?? And if so, how and why?
Or is this reference to D&H simply evolutionary misinformation?

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Ed Cox

10/6/59 hostler, hostler rate, marked on Burnham 3:59 PM, marked off Burnham 1:45 AM, on duty 9:46, paid $28.52 for 133 miles with R.L. Burbank.
--
Ed Cox

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During most of the time that Dick Cooper and I were working on the D&H, there were two jobs that regularly worked between Oneonta and Whitehall.

The "Paper Train" was WR-1 Northward, later symbol WR-7, with the Canadian empties,and RW-6 Southward with the paper loads. Those trains used three crews, with home terminals at Rouses Point, Whitehall, Oneonta and Wilkes-Barre.

The local traffic and common freight for the north end moved in a second set of trains between Wilkes-Barre and Rouses Point. They were typically WR-3 Northward, and either RW-4 or RO-2 Southward, between Wilkes-Barre and Whitehall. The same trains north of Whitehall were designated as local freight, SC-19 and SC-20. For instance, most of the iron ore from Lyon Mountain and Port Henry moved on SC-20, which often handled more that 100 cars.

The D&H had three seniority districts for train service employees - Penn Division, A&S (Susquehanna Division), and R&S (Saratoga-Champlain Division). The Penn Division district was Wilkes-Barre to Nineveh Junction. The A&S was Binghamton to Albany (proper) and Mechanicville. The R&S was Albany and Troy to Rouses Point, including all of the branches.

Kenwood and Mohawk Yards were on the A&S. North Albany, Colonie and Mechanicville were on the R&S.

There were two interdivisional districts, where crews from two seniority districts operated on the same track. A&S and R&S crews operated between Whitehall and Oneonta. A&S and Penn crews operated between Oneonta and Wilkes-Barre. The work was balanced by a mileage equalization agreement.

I don't recall just how the crew assignments worked from day-to-day on WR-1/RW-6 and WR-3/RW-4, but I know that Dick worked all of them as an R&S fireman and engineer after he transferred from the A&S to the R&S roster. Sometimes his home terminal was Oneonta, sometimes Whitehall, and quite often Rouses Point. I also know that he caught some of those jobs out of Oneonta when he was still an A&S fireman.

Generally, when he was firing on WR-1/RW-6 with John Torrence Bowen, he was working out of Oneonta on the R&S roster. Likewise with Stan Chapman on WR-3/RW-4 or the equivalent. I know that he also worked with Anthony Farrone on those jobs as an A&S fireman out of Oneonta before he transferred to the R&S.

Dick always went to wherever the work called him, and he gave it his best, which was the best. He was a fine railroader and a good friend.

- Gordon Davids

I notice that Cooper only seemed to work RW6 and WR1.

Were they the only thru jobs above Mohawk?

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From: [email protected] <[email protected]> on behalf of Ed Cox via Groups.Io <edcox13@...>
Sent: Tuesday, December 31, 2019 7:09 AM
To: [email protected] <[email protected]>
Subject: [DandH-Railroad] Dick Cooper Time Book - 1967

???

9/4/67 stayed in Oneonta

9/5/67 went to Albany

9/6/67 Went to Steamtown in Bellows Falls, VT to visit Chris Ahrens friend and mechanical officer/engineer.

9/7/67 At Bellows Falls, bid in RW6/WR1 Rouses Point Terminal vacated by R.F. Manell.

9/8/67 RW6, power 5003-5013-5015-5016, through freight rate, marked on Rouses Point 9:15 PM, marked off Whitehall 1:20 AM, on duty 4:05, paid $27.52 for 115 miles, V.P. Laundrie engineer, Cooper fireman.
--
Ed Cox

-- 
Gordon A. Davids, P.E., WJ3K
201 Marie Ave
Severna Park, MD 21146
(410) 647-2956
g.davids <at> verizon.net

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9/4/67 stayed in Oneonta

9/5/67 went to Albany

9/6/67 Went to Steamtown in Bellows Falls, VT to visit Chris Ahrens friend and mechanical officer/engineer.

9/7/67 At Bellows Falls, bid in RW6/WR1 Rouses Point Terminal vacated by R.F. Manell.

9/8/67 RW6, power 5003-5013-5015-5016, through freight rate, marked on Rouses Point 9:15 PM, marked off Whitehall 1:20 AM, on duty 4:05, paid $27.52 for 115 miles, V.P. Laundrie engineer, Cooper fireman.
--
Ed Cox

2/24/55 SC14 to WE & Ausable, power 4037, yard rate, marked on Plattsburgh 2:00 PM, marked off Plattsburgh 7:05 PM, on duty 5:05, paid $15.51 for 100 miles, E.B. King engineer, Cooper fireman.
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Ed Cox

1/14/52 AO2 helper, power K class 4-8-4 305, through freight rate, marked on Colonie 9:15 PM, marked off Oneonta 3:30 AM, on duty 6:15, paid $13.55 for 109 miles, A.T. Crouch Sr. engineer, Cooper fireman.

1/15/52 deadhead on 205, through freight rate, marked on Oneonta 9:15 AM, marked off Colonie 12:15 PM, on duty 3:00, paid $5.47 for 44 miles.
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Ed Cox

8/13/68 WR1, power 5014-5002-5003-5006-5008, through freight rate, marked on Oneonta 11:00 AM, marked off Whitehall 3:30 PM, on duty 4:30, paid $31.81 for 130 miles, J. Watanen engineer, Cooper fireman.
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Ed Cox

8/24/75 WR1, power 2309-2301-2308-5004-N&W U30B 8522, through freight rate, marked on Oneonta 12:30 AM, marked off Whitehall 9:20 AM, on duty 8:50, paid $58.93 for 130 miles, Jack A. Farrell engineer, Cooper fireman.
--
Ed Cox

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6/21/52 Lower End yard, power 3012, yard rate, marked on Mechanicville 11:00 PM, marked off Mechanicville 7:00 AM, on duty 8:00, paid $14.55 for 100 miles, E. Warner engineer, Cooper fireman.
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Ed Cox

12/17/84 regular day off

12/18/84 PYRP, power B&M 304-D&H 4318-410, through freight rate, marked on Mechanicville 10:00 PM, taxi to Mohawk, marked off Rouses Point 4:50 AM, on duty 6:50, paid $197.37 for 190 miles, Cooper engineer, no fireman, M.J. "Pooper" Willett conductor.

Merry Christmas to all!

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Ed Cox

3/21/60 layed in

3/22/60 SC15, power 4049, yard rate, marked on Plattsburgh 7:30 AM, marked off Plattsburgh 6:40 PM, on duty 11:10, paid $32.48 for 153 miles, E.B. King engineer, Cooper fireman.
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Ed Cox