Re: Dick Cooper Time Book - Rio Grande
Thanks Ed.? Always interesting to know how they did things in different areas.? In my career it has been mostly under 'system' seniority.
Al,
I believe it was all determined by seniority divisions, just like on the D&H. One thing that some people forget is, narrow gage and standard track was present together in some, if not all divisions, as well as dual gauge track.
Dad preferred working the narrow gauge whenever possible.
Ed
On Wednesday, September 18, 2024 at 05:18:26 PM EDT, Al Whalen < 1whalen62@...> wrote:
Ed, It appears from the entries that your Dad was able to work on the narrow-guage?and the standard guage?portions of the Rio Grande.? Do you know if this was common practice for most employees in that region?
Al W. 10/27/61 Antonito turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, marked off Alamosa 1:35 AM, on duty 10:20, paid $28.53 for 144 miles, C.T. Sisemore engineer, Cooper fireman.
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Ed Cox
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Re: Dick Cooper Time Book - Rio Grande
Al,
I believe it was all determined by seniority divisions, just like on the D&H. One thing that some people forget is, narrow gage and standard track was present together in some, if not all divisions, as well as dual gauge track.
Dad preferred working the narrow gauge whenever possible.
Ed
On Wednesday, September 18, 2024 at 05:18:26 PM EDT, Al Whalen <1whalen62@...> wrote:
Ed, It appears from the entries that your Dad was able to work on the narrow-guage?and the standard guage?portions of the Rio Grande.? Do you know if this was common practice for most employees in that region?
Al W.
10/27/61 Antonito turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, marked off Alamosa 1:35 AM, on duty 10:20, paid $28.53 for 144 miles, C.T. Sisemore engineer, Cooper fireman.
--
Ed Cox
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Re: Dick Cooper Time Book - Rio Grande
Ed, It appears from the entries that your Dad was able to work on the narrow-guage?and the standard guage?portions of the Rio Grande.? Do you know if this was common practice for most employees in that region?
Al W.
10/27/61 Antonito turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, marked off Alamosa 1:35 AM, on duty 10:20, paid $28.53 for 144 miles, C.T. Sisemore engineer, Cooper fireman.
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Re: Dick Cooper Time Book - 1950s
Thank you, Gordon.? I like to compare the operations on the REAL D&H to my experiences on the same territory post-2000 under CP.
Al W.
On Tuesday, September 17, 2024 at 08:08:26 PM EDT, Gordon Davids via <g.davids= [email protected]> wrote:
Just guessing. GEX-4 and RW-2 or RW-4 might have been combined at Mohawk or Schenectady and separated somewhere south of Richmondville because of routing restrictions to the south. Some heavy or dimension cars required special routing for clearance or weight restrictions. Some of those restrictions would appear odd unless you understood the reason. For instance, even though track centers (distance between adjacent tracks) were standardized, very long cars had center or end overhangs on curves so that they could not meet or pass another train alongside in that curve. Some curves at that time had as much as 6 or 7 inches superelevation and cars with a high center of gravity could only be operated at a minimum speed to avoid overturning to the low side, or at slower speed to avoid overturning to the high side. Those restrictions probably did not apply north of Richmondville.
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Ed Cox
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Dick Cooper Time Book - Rio Grande
10/27/61 Antonito turn, power GP7 5104, local freight rate, marked on Alamosa 3:15 PM, marked off Alamosa 1:35 AM, on duty 10:20, paid $28.53 for 144 miles, C.T. Sisemore engineer, Cooper fireman.
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Re: Dick Cooper Time Book - 1950s
On Tuesday, September 17, 2024 at 08:08:26 PM EDT, Gordon Davids via groups.io <g.davids@...> wrote:
Just guessing. GEX-4 and RW-2 or RW-4 might have been combined at Mohawk or Schenectady and separated somewhere south of Richmondville because of routing restrictions to the south. Some heavy or dimension cars required special routing for clearance or weight restrictions. Some of those restrictions would appear odd unless you understood the reason. For instance, even though track centers (distance between adjacent tracks) were standardized, very long cars had center or end overhangs on curves so that they could not meet or pass another train alongside in that curve. Some curves at that time had as much as 6 or 7 inches superelevation and cars with a high center of gravity could only be operated at a minimum speed to avoid overturning to the low side, or at slower speed to avoid overturning to the high side. Those restrictions probably did not apply north of Richmondville.
-- Ed Cox
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Re: Dick Cooper Time Book - 1950s
Just guessing. GEX-4 and RW-2 or RW-4 might have been combined at Mohawk or Schenectady and separated somewhere south of Richmondville because of routing restrictions to the south. Some heavy or dimension cars required special routing for clearance or weight restrictions. Some of those restrictions would appear odd unless you understood the reason. For instance, even though track centers (distance between adjacent tracks) were standardized, very long cars had center or end overhangs on curves so that they could not meet or pass another train alongside in that curve. Some curves at that time had as much as 6 or 7 inches superelevation and cars with a high center of gravity could only be operated at a minimum speed to avoid overturning to the low side, or at slower speed to avoid overturning to the high side. Those restrictions probably did not apply north of Richmondville.
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Dick Cooper Time Book - 1960s
12/6/61 Plattsburg yard, power 4096, yard-local freight rate, marked on Plattsburg 11:00 PM, marked off Plattsburg 7:00 AM, on duty 8:00, paid $22.56 for 100 miles, H.O. Pecotte engineer, Cooper fireman.
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Re: Dick Cooper Time Book - 1950s
Very interesting that a GE Extra needed help up Richmondville.? I always thought those trains consisted of no more than a handful of over-dimension loads with their accompanying empty idler flats, but I could be wrong. Even though the loads themselves were heavy the overall train tonnage would not be that much.
Al W.
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Dick Cooper Time Book - 1950s
4/17/53 Layed in.
?
4/18/53 deadhead, through freight rate, marked on Mohawk 12:30 PM, marked off Colonie 1:30 PM, on duty 1:00, paid $2.32 for 16 miles.
?
4/18/53 Richmondville helper, power 4109-4112, through freight rate, marked on Colonie 1:30 PM, helped RW-2, GEX-4 & RW-4 up Richmondville hill, marked off Colonie 3:00 AM, on duty 13:30, paid $35.16 for 243 miles, E. Baisden engineer, Cooper fireman.
?
4/19/53 deadhead, through freight rate, marked on Colonie 3:00 AM, marked off Mohawk 4:00 AM, on duty 1:00, paid $2.32 for 16 miles.
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Dick Cooper Time Book - 1940's
1/4/49 Layed in.
?
1/5/49 Oneonta yard work, power 1096, yard rate, marked on Oneonta 7:30 AM, marked off Oneonta 3:00 PM, on duty 7:30, paid $11.76 for 100 miles, W.E. Carr engineer, Cooper fireman.
?
I would imagine, because it's January, they were busy clearing switches and removing snow.
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Dick Cooper Time Book - Guilford Error
10/9/85 Regular day off.
?
10/10/85 Layed off to represent the UTU in a conference with Joe Delano and other D&H management.
?
10/11/85 Layed off.
?
10/12/85 Regular day off.
?
10/13/85 PYRP, power 7404-B&M 205-203, through freight rate, marked on Mechanicville 9:30 PM, taxi to train @ Mohawk, marked off Rouses Point 7:30 AM, on duty 10:00, paid $210.88 for 203 miles, Cooper engineer, no fireman, T. Heller conductor.
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Dick Cooper Time Book - 1980s
6/23/80 HO-1, power 7315-7619-7323, yard rate, marked on Hudson 8:00 PM, switched Green Ridge, marked off Oneonta 4:30 PM, on duty 8:30, paid $156.89 for 166 miles, Cooper engineer, no fireman, Tommy Flynn conductor.
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Dick Cooper Time Book - 1970s
5/23/71 WR-1, power 760-701-755, through freight rate, marked on Oneonta 12:00 PM, 8" initial terminal delay, marked off Whitehall 5:25 PM, on duty 5:25, paid $40.41 for 132 miles, Stan Chapman engineer, Cooper fireman.
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Dick Cooper Time Book - 1969
5/4/69 Rouses Point yard, power 4022, yard rate, marked on Rouses Point 11:00 PM, marked off Rouses Point 7:00 AM, on duty 8:00, paid $28.78 for 100 miles, Cooper emergency engineer, J.E. Arnold fireman, J.S. Lombard conductor.
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Dick Cooper Time Book - 1962
6/5/62 Layed in.
?
6/6/62 SC20, power 4060-4077, local freight rate, marked on Rouses Point 6:45 AM, marked off Whitehall 2:00 PM, on duty 7:15, paid $23.37 for 115 miles, A. Gennette engineer, Cooper fireman.
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Dick Cooper Time Book - Rio Grande
10/26/61 Antonito Turn, power GP7 5102, local freight rate, marked on Alamosa 3:15 PM, 10" tying up, marked off Alamosa 9:55 PM, on duty 6:40, paid $20.21 for 102 miles, C.T. Sisemore engineer, Cooper fireman.
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Dick Cooper Time Book - 1960s
5/18/61 Layed off to go west.
?
5/19-12/4/61 Leave of absence working on the Denver & Rio Grande Western.
?
12/5/61 Marked up on Plattsburg extra list at 3:00 PM.
?
12/5/61 Plattsburg yard, power 4096, yard-local freight rate, marked on Plattsburg 11:00 PM, marked off Plattsburg 7:00 AM, on duty 8:00, paid $22.56 for 100 miles, H.O. Pecotte engineer, Cooper fireman.
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Dick Cooper Time Book - 1950s
4/11-12/53 Layed in,
?
4/13-14/53 Layed off.
?
4/15/53 Layed in.
?
4/16/53 Mohawk hostler, hostler rate, marked on Mohawk 10:30 PM, marked off Mohawk 6:30 AM, on duty 8:00, paid $16.07 for 100 miles.
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Dick Cooper Time Book - 1940's
1/2/49 Layed in.
?
1/3/49 Oneonta yard work, power 1045, yard rate, marked on Oneonta 7:00 AM, marked off Oneonta 3:00 PM, on duty 8:00, paid $11.76 for 100 miles, Naatz engineer, Cooper fireman.
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Ed Cox