NEB&W Guide to the D&H's Steam-Era Operations

Last Update: 2008-11-20

Operations Table of Contents

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• Freight Train Schedule 1946

• Carload Traffic originating on line, by commodity, 1929-1948

• 1938 Commodity Report, part 1
  
• 1938 Commodity Report, part 2
  This report shows the proportional traffic between originating traffic, terminating traffic, local traffic and through traffic, because it gives these numbers in tons. The second to last column gives the total number of carloads (which is what is most important to modelers), and this figure can be divided by the proportions to get an idea of what went where. I find it most useful to further divide this number by either 365 to get the average daily traffic, or by 52 or even 12, to get a weekly or monthly figure, if the total is small. Thus 100 carloads is a lot, but it is only two cars a week on average.
  And less you think the D&H had oil refineries on line, in some cases "originating on line" means it was pumped into a tank car from a barge or maybe even another none-railroad supply.

• D&H's main traffic in the 1950's, as coal was being replaced with fuel oil for home heating, was the ore and paper traffic.

• Paper traffic for 1948 (and defense plants)

• D&H Coal Shipments To Canada

• From the D&H's 1951 Traffic Report. (First column is inbound carloads, the second, outbound, the third, totals for the year.)
  • Troy/Watervliet/Green Island 1951 Traffic Report
  • Cohoes 1951 Traffic Report
  • Saratoga Traffic Report
  • Port Henry Traffic Report
  • North Creek Traffic Report
  • Complete Report

• Passenger Train Makeup, 1938

• Milk Train Makeup, 1938
  
• Milk Train Operations

• Public Timetable, July 1945, northbound
  
• Public Timetable, July 1945, southbound

• Public Timetable, Sept. 1950, northbound
  
• Public Timetable, Sept. 1950, southbound

• Frequency of water and coal stops.
  The larger D&H Consolidations would roughly be the equivalent of other road's Mikados. And since we don't have any other data, we are using this for the similar passenger engines of 4-6-0's for the 1920's figures and 4-6-2's and I guess 4-8-4's for the '28 figures. (Hmmm, we have the Shakespeare notes where I think he notes water stops - I'm going to have to reexamine these books.)
  It does seem that it was a matter of tender size, of 6,000 gallons and 9 tons of coal for the light consols and 9,000 gallons and 14 tons of coal. But the D&H also showed that this was not a direct proportion, as the larger engines could and did pull more.
  (And it is interesting to note that the trip from Albany to Rouses Point took 19 hours 42 minutes (not counting any hold-over in Whitehall) and 12 hours and some minutes (I can't read the one digit as to "3" or "5") for a 191 mile trip, maybe an average of 10 to 15 mph (I don't have the calculator here.)
  Also see the Rutland's figures on water consumption.

• Signal aspects from the D&H's '48 Rulebook:
  • [Pages 88 and 89, interlocking and automatic block signals for proceed/clear.]
  • [Pages 90 and 91, interlocking and automatic block signals for aproach medium, advance approach, and medium clear.]
  • [Pages 92 and 93, interlocking and automatic block signals for medium advance approach, medium - approach medium, and approach.]
  • [Pages 94 and 95, interlocking and automatic block signals for approach and medium approach.]
  • [Pages 96 and 97, interlocking and automatic block signals for restricting.]
  • [Pages 98 and 99, interlocking and automatic block signals for stop and proceed, restricting, and stop.]
  • [Pages 100 and 101, interlocking signals for stop, and train order signals for proceed no train orders, proceed prepared to receive 19 train orders, and stop to receive 31 train orders.]
  • [Pages 102 and 103, manual block signals.]
  • [Pages 104 and 105, speed boards, end of block, and yard limit signs.]
  • [Pages 106 and 107, main track and siding/yard switch targets.]
  • [Pages 108 and 109, siding derail targets and spring switch targets.]

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