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Thanks for clarifying gentlemen. I really had no idea how it all worked and I was just guessing. Ed

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

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

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

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

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

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

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.

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

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.

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

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

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.

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,

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

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.

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

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

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

4/8/53 Deadhead, through freight rate, marked on Mohawk 12:30 PM, marked off Colonie 1:30 PM, on duty 1:00, paid $4.34 for 30 miles. 4/8/53 RW2 & RW4 helper, power 4026-4075, through freight rate,