Dick Cooper Time Book - Rio Grande
10/25/61 Antonito Turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, 10" tying up, marked off Alamosa 9:40 PM, on duty 6:25, paid $20.21 for 102 miles, C.T. Sisemore engineer, Cooper fireman.
?
Marked on and off at Alamosa, not Antonito.
|
Re: Dick Cooper Time Book - 1950s
Thanks for clarifying gentlemen. I really had no idea how it all worked and I was just guessing.
Ed
On Friday, August 30, 2024 at 10:58:18 PM EDT, Al Whalen <1whalen62@...> wrote:
During my time on the D&H under CP (2000-2014) the agreement was usually that you could drive yourself to the job's terminal if you were called?from a different board.? The North end by then had extra boards at Kenwood and Saratoga to begin with.? Jobs that ran out of Ft. Edward, Whitehall or Plattsburg came off the Saratoga?board.? For most of my time the company would pay the agreed time and auto miles or would provide a taxi on request with just the time paid..? Eventually that morphed into mandatory use of the taxi from Saratoga and the Kenwood board was abolished.? The managers thought it was somehow advantageous?to pay a taxi every time vs. 30 auto miles each way at about $0.45 / mile.? Railroad accounting never ceases to amaze me !
-- Ed Cox
|
Re: Dick Cooper Time Book - 1950s
During my time on the D&H under CP (2000-2014) the agreement was usually that you could drive yourself to the job's terminal if you were called?from a different board.? The North end by then had extra boards at Kenwood and Saratoga to begin with.? Jobs that ran out of Ft. Edward, Whitehall or Plattsburg came off the Saratoga?board.? For most of my time the company would pay the agreed time and auto miles or would provide a taxi on request with just the time paid..? Eventually that morphed into mandatory use of the taxi from Saratoga and the Kenwood board was abolished.? The managers thought it was somehow advantageous?to pay a taxi every time vs. 30 auto miles each way at about $0.45 / mile.? Railroad accounting never ceases to amaze me !
|
Re: Dick Cooper Time Book - 1950s
I doubt that Dick had to report to Mohawk to sign in. That was four years before I first worked on a railroad (NYC) but I don't recall any instance where a train crew member had to report to any place other than the beginning of the actual assignment as a rule. Local agreements included standard arbitraries to pay for off-duty travel from a home assignment to the point of entry on duty and return. Those standards were negotiated locally between the Organization (union) and the Carrier. I recall that they stated the miles to be paid, with the rate per mile according to the nature of the assignment. That was my understanding and I would appreciate any more specific information.
?
I do know that conductors and engineers had to have the current time table, and sign for daily general and special orders. That could be done at any designated station with a bulletin board posted by a designated employee at that location, such as a yardmaster, agent or crew dispatcher.
|
Dick Cooper Time Book - 1960s
5/17/61 Transferred to Plattsburg.
?
5/17/61 Engine watch, power 4005, RH (?) rate, marked on Plattsburg 11:00 PM, providing steam heat to business cars 300 & 500, marked off Plattsburg 7:00 AM, on duty 8:00, paid $22.63 for 100 miles.
|
Re: Dick Cooper Time Book - 1950s
Al,
I would assume he would have had to show up at Mohawk to "sign in", but I'm not really sure. Dad was a stickler for following the rules, especially after he was voted in as a local chairman for the Brotherhood of Locomotive Firemen and Enginemen".
Sorry I can't be more definitive.
Ed
On Thursday, August 29, 2024 at 08:52:41 AM EDT, Al Whalen <1whalen62@...> wrote:
Ed, Did this entail actually reporting to Mohawk since that was his terminal or did he just go to Colonie and simply claim the deadhead?? That was common practice in more modern times if you actually lived closer to the assignment's terminal.
Al W.
10/4/53 Deadhead, through freight rate, marked on Mohawk 7:00 AM, marked off Colonie 8:00 AM, on duty 1:00, paid $4.44 for 30 miles.
?
10/4/53 Kenwood yard, power 3005, yard rate, marked on Colonie 8:00 AM, marked off Colonie 4:00 PM, on duty 8:00, paid $14.79 for 100 miles, Bruder engineer, Cooper fireman.
?
10/4/53 Deadhead, through freight rate, marked on Colonie 4:00 PM, marked off Mohawk 5:00 PM, on duty 1:00, paid $4.44 for 30 miles.
?
?
--
Ed Cox
|
Re: Dick Cooper Time Book - 1950s
Ed, Did this entail actually reporting to Mohawk since that was his terminal or did he just go to Colonie and simply claim the deadhead?? That was common practice in more modern times if you actually lived closer to the assignment's terminal.
Al W.
10/4/53 Deadhead, through freight rate, marked on Mohawk 7:00 AM, marked off Colonie 8:00 AM, on duty 1:00, paid $4.44 for 30 miles.
?
10/4/53 Kenwood yard, power 3005, yard rate, marked on Colonie 8:00 AM, marked off Colonie 4:00 PM, on duty 8:00, paid $14.79 for 100 miles, Bruder engineer, Cooper fireman.
?
10/4/53 Deadhead, through freight rate, marked on Colonie 4:00 PM, marked off Mohawk 5:00 PM, on duty 1:00, paid $4.44 for 30 miles.
?
?
|
Dick Cooper Time Book - 1950s
10/4/53 Deadhead, through freight rate, marked on Mohawk 7:00 AM, marked off Colonie 8:00 AM, on duty 1:00, paid $4.44 for 30 miles.
?
10/4/53 Kenwood yard, power 3005, yard rate, marked on Colonie 8:00 AM, marked off Colonie 4:00 PM, on duty 8:00, paid $14.79 for 100 miles, Bruder engineer, Cooper fireman.
?
10/4/53 Deadhead, through freight rate, marked on Colonie 4:00 PM, marked off Mohawk 5:00 PM, on duty 1:00, paid $4.44 for 30 miles.
?
?
|
Dick Cooper Time Book - 1940's
1/1/49 North Pull yard, power 1045, yard rate, marked on Oneonta 4:00 PM, marked off Oneonta 11:59 PM, on duty 7:59, paid $11.76 for 100 miles, Truesdale engineer, Cooper fireman.
|
Re: Dick Cooper Time Book - 1980s
My bad assumption. Rudy Garbely marks the first D&H operation on former DL&W to Binghamton as September 27, 1980, so this train ran on the D&H Penn Division via Carbondale and Lanesboro. I don't know the reason for Dick's note on KY-JN unless they made a move there to pick up a car at JN and ran around it between LS and KY.
|
Re: Dick Cooper Time Book - 1980s
I think that Belden Tunnel was out of service for rebuild, and he ran former Conrail to Binhamton and Jefferson Jct, JN, then ran around his train on the double track between LS and KY.
|
Dick Cooper Time Book - Guilford Error
10/6/85 Regular day off.
?
10/7/85 PYRP, power B&M 208-D&H 455-MEC 285-B&M 365, through freight rate, marked on Mechanicville 6:00 PM, taxi to train in Mohawk, marked off Rouses Point 1:50 AM, on duty 7:50, paid $199.08 for 190 miles, Cooper engineer, no fireman, T. Heller conductor.
|
Dick Cooper Time Book - 1980s
6/21/80 WR7, power 7613-7620-5020-414, through freight rate, marked on Hudson 7:30 PM, 45" initial terminal delay, train @ Carey Ave., 50" final terminal delay, marked off Oneonta 7:45 AM, on duty 12:15, paid $144.62 for 171 miles, Cooper engineer, no fireman, Tommy Flynn conductor.
?
There was a note "KY-JN" which I don't know the reason for. Maybe an engine move?
|
Dick Cooper Time Book - 1970s
5/21/71 WR1, power 757-758-759, through freight rate, marked on Oneonta 11:15 AM, marked off Whitehall 8:45 PM, on duty 9:30, paid $51.10 for 166 miles, Stan Chapman engineer, Cooper fireman.
|
Dick Cooper Time Book - 1969
5/2/69 Rouses Point yard, power 4012, yard rate, marked on Rouses Point 11:00 PM, switch to 4098, marked off Rouses Point 7:00 AM, on duty 8:00, paid $28.24 for 100 miles, V. P. Laundrie engineer, Cooper fireman,
|
Dick Cooper Time Book - 1962
5/31/62 SC19, power 4126-4090, local freight rate, marked on Whitehall 9:45 AM, cut @ Jones' ?, marked off Rouses Point 5:00 PM, on duty 7:15, paid $25.81 for 127 miles, A. Gennette engineer, Cooper fireman.
|
Dick Cooper Time Book - Rio Grande
10/24/61 Antonito Turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, marked off Alamosa 11:50 PM, on duty 8:35, paid $21.99 for 111 miles, C.T. Sisemore engineer, Cooper fireman.
|
Dick Cooper Time Book - 1960s
5/17/61 WR3, power 4076-4065-4070, through freight rate, marked on Whitehall 4:00 PM, 1:00 final terminal delay, marked off Rouses Point 10:00 PM, on duty 6:00, paid $26.31 for 127 miles, W.F. Jones engineer, Cooper fireman.
|
Re: Dick Cooper Time Book - 1940's "South Bat"
Gordon,
Thanks again for such good, historical information. I can sometimes only guess at "what was" based on my conversations with Dad and what little knowledge I have.
I hope all is well with you and yours.
Ed
On Sunday, August 18, 2024 at 12:34:58 PM EDT, Gordon Davids via groups.io <g.davids@...> wrote:
Around the late 1960's Oneonta Yard had three regular yard jobs working. The "South Bat-out,", the "Pull-up," and the "City Engine." The first two worked two or three tricks daily, and the City Engine worked weekdays, switching industries within Yard Limits. The names were historical, and related to former times when the hump was operating and classifying south-bound traffic.
?
As I recall, the Bat-Out had been the hump crew that shoved cars over the hump and threw the manual switches in the hump yard to "bat them out" to the proper tracks. The hump yard had only manual switches.
?
The Pull-Up worked the south end of the hump yard and assembled the various classifications into the correct order in a train. For instance, a Binghamton train might have cars for the Erie, DL&W, and Lehigh Valley, and those were assembled in a particular order in the train.
?
Northward traffic was mostly classified at the inbound interchange and most of it was moved in blocks through Oneonta
?
In later years, the hump was shut down and much of that classification was performed at the initial interchanges and local yards, but those Oneonta yard jobs kept their names. In practice, they did what the Yardmaster directed. The hump was restored to service for a few years around 1971 when I was the Track Supervisor at Oneonta. There had been a scale at the crest of the hump. We filled in the scale pit to restore the track. I was never a yardmaster at Oneonta, and I will defer to anyone with more detailed or corrected information.
-- Ed Cox
|
Re: Dick Cooper Time Book - 1940's "South Bat"
Around the late 1960's Oneonta Yard had three regular yard jobs working. The "South Bat-out,", the "Pull-up," and the "City Engine." The first two worked two or three tricks daily, and the City Engine worked weekdays, switching industries within Yard Limits. The names were historical, and related to former times when the hump was operating and classifying south-bound traffic.
?
As I recall, the Bat-Out had been the hump crew that shoved cars over the hump and threw the manual switches in the hump yard to "bat them out" to the proper tracks. The hump yard had only manual switches.
?
The Pull-Up worked the south end of the hump yard and assembled the various classifications into the correct order in a train. For instance, a Binghamton train might have cars for the Erie, DL&W, and Lehigh Valley, and those were assembled in a particular order in the train.
?
Northward traffic was mostly classified at the inbound interchange and most of it was moved in blocks through Oneonta
?
In later years, the hump was shut down and much of that classification was performed at the initial interchanges and local yards, but those Oneonta yard jobs kept their names. In practice, they did what the Yardmaster directed. The hump was restored to service for a few years around 1971 when I was the Track Supervisor at Oneonta. There had been a scale at the crest of the hump. We filled in the scale pit to restore the track. I was never a yardmaster at Oneonta, and I will defer to anyone with more detailed or corrected information.
|
Ed Cox