NEB&W Operations

Through Freights
TA-1 - northbound paper train
AT-2 - southbound paper train
TA-3 - northbound paper train
AT-4 - southbound paper train
TA-5 - northbound ore train
AT-6 - southbound ore train
TA-7 - northbound ore train
AT-8 - southbound ore train

Wayfreights
BA-1 - North Bennington-Alburgh wayfreight
AB-2 - Alburgh-North Bennington wayfreight
TB-1 - Troy-North Bennington wayfreight
BT-2 - North Bennington-Troy wayfreight

Locals
BE-1 - Troy-Cohoes local (formerly the Cohoes Turn)
BE-2 - Troy local

North Creek Turn
TC-15/CN-17 - Troy-North Creek Ore
NC-18/CT-16 - North Creek-Troy Ore

Rutland Wayfreights as they might apply to the NEB&W

Tibs codes explanation
List of Tibs codes

Coal

The "real" NEB&W ships (based on D&H numbers)

20,348 carloads of anthracite (56 carloads daily) and
37,999 carloads of bituminous (104 carloads daily) coal northbound, or
_______________________
160 loaded hoppers total.

Southbound, there were

17,903 carloads from Port Henry (49 carloads daily), and
23,835 carloads (65 carloads daily) of Tahawus ore. The Tahawus ore went mainly in NEB&W offset twin hoppers, but the Port Henry ore went in others' empty hoppers.
Thus southbound, of the 160 hoppers returning,
- 49 get shunted to Port Henry and loaded with iron ore and
- 111 continued empty, or roughly two out three.
On the layout, 20 cars represent the Tahawus train (65 cars), so maintaining the same ratio, we send 50 coal cars and 20 NEB&W empty hoppers north, 70 cars total.
Southbound, we also send
- 20 NEB&W hoppers loaded with ore,
- 15 empty hoppers to and 15 ore-loaded hoppers from Port Henry and 35 empty coal hoppers.
Seventy cars each way represents about three trains worth, but only two are scheduled, so there should be one or two extras, on average. And this is just for the "ore" trains.

From Jeff English: "I have a set of data I taken from a form called "Report of Cars Arrived, Ordered, Placed and Released" at Alburg, VT covering a few weeks in 1948. This becomes far less general, because while Alburg was a division point on the Rutland, there was little in the way of customers in the area. Therefore, this document shows only a handfull of cars being processed for loading, but does include some cars repaired after being pulled out of through trains by the car inspectors. The lion's share, however, are cars that delivered company coal (almost all bituminous?; there may have been some anthracite for station heating, etc.) to the Alburg tipple, where the Rutland emptied off- line cars to save per diem, and then coal was distributed from there to points around the railroad in Rutland cars (steel hoppers or composite gons).
"Here's a breakdown of the coal cars, which were 495 out of 574 cars total:

B&A, 2 cars, 0.4% of the 495 coal cars
B&LE, 4 cars, 0.8%
B&M, 2 cars, 0.4%
B&O, 83 cars, 16.8%
C&O, 3 cars, 0.6%
CC&O, 1 cars, 0.2%
CNJ, 2 cars, 0.4%
CRP, 4 cars, 0.8%
D&H, 9 cars, 1.8%
DL&W, 4 cars, 0.8%
ERIE, 12 cars, 2.4%
L&N, 1 cars, 0.2%
LNE, 1 cars, 0.2%
LV, 9 cars, 1.8%
M, 33 cars, 6.7%
M&StL, 2 cars, 0.4%
N&W, 4 cars, 0.8%
NC&StL, 1 cars, 0.2%
NH, 3 cars, 0.6%
NKP, 2 cars, 0.4%
NYC, 23 cars, 4.6%
P&LE, 9 cars, 1.8%
P&S, 2 cars, 0.4%
PMcK&Y, 4 cars, 0.8%
PRR, 39 cars, 7.9%
Rutland, 218 cars, 44.0% = HOME ROAD PERCENTAGE
RDG, 15 cars, 3.0%
W&LE, 2 cars, 0.4%
WM, 1 cars, 0.2%

"For further breakdown, the Rutland cars were 13.3% composite gons and 86.7% steel hoppers (all in the 10000-series built by SSC in 1915)."
(The easiest way to put this in proportion is to think that if you planned on having 100 hoppers, each 1% would represent one car. And less than 1%, figure one car per so many operating sessions. For instance, 0.2% would be one car appearing in on out of every five sessions.)