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Years ago the New York Central and the two engine service unions made an agreement and it was in the agreement books of both crafts spelling out exactly what was to be provided. Agreement seats were able to be adjusted as to height, back rest, forward and back, had perforated cushions (good in hot weather), good arm rests and probably other items that slip me right now. On a locomotive this made a big difference. My very first job as an engineer was a midnight yard job at Oak Point which came before I even finished my qualification trips as an engineer, it was winter and they were desperate for engineers, OP-31 or whatever the number was had New York Central RS-3 no. 5502 which had been running on the Harlem out of Brewster and was in far better shape than anything on the New Haven was during that period. The cab was toasty warm when I got on the engine, it had a good working radio although we weren't able to use it much because the crews did not have their portable radios yet at that time. Most of all the seat was far more comfortable than anything on the New Haven was at that time. Both the New Haven and the Pennsylvania had cab seats that were far inferior to what the New York Central had. The road engines for both the PRR and the NHRR were sent to the shop for new seats almost as soon as the railroad was able to obtain and install them, until this happen the New York Central engine crews almost always refused to work on either PRR or NHRR engines. More than once a road freight job going up the Hudson out of Oak Point had to have the engines switched out or turned (at MO) or they weren't going anywhere. Oak Point got a bunch of former New York Central engines for yard work so the jobs that had Central crews could get their work done. After the merger the New York Central got a percentage of the yard work in Oak Point, Harlem River and Hunts Point and this improved our conditions a huge amount. The only New Haven yard engines that never got agreement seats were the 0931-0995 series and the 0600 series, the railroad wanted to retire these engines sooner than later but they had to keep them longer than anticipated. They ended up in other former NHRR yards or someplace on the PRR which did not have a decent seating agreement. Fast forward to Conrail and one of the first things they acknowledged was the former New York Central/Penn Central seating agreement and all of the locomotives from the other railroads that did not have a seating agreement went to the shop ASAP for new agreement seats. Some might make light of agreement seats but try sitting on a "lolypop seat or a toadstool seat" for a long winded freight job and you would appreciate what I am saying here. It stood this way until Conrail started running foreign road locomotives through on a few trains, later many trains. When that occurred they agreed that the Conrail crew would not have to take a foreign road engine out of the engine house if it did not have suitable seats but if one came through on a train we had to go as is. Once in a while we would get a Chicago North Western or Norfolk Southern engine with terrible seats and it made us appreciate what we had on Conrail. If this power was dispatched out of a Conrail terminal with these type seats they would put a Conrail engine on the head end and that took care of the condition. I guess there could be more to this story sometime down the road.Rodeo Joe wrote: Noel,
Can you help out somebody not familiar with railroad terminology? What are the agreement seats you mentioned?
RDC cars were considered locomotives for all practical purposes.DBrion wrote: If you consider a RDC-1 as a locomotive, MN #11 ran Waterbury-Bridgeport in the 1980's. I gave photographic evidence to NHRHTA several years ago.
Not sure if this what you're looking for.
Noel, that little item is quite interesting. I ddi not know that.Noel Weaver wrote:
OH - By the way the Naugy was all Budd Cars after the floods in 1955 except for a period in 1956 and 1957 when 465 and 442 were running between Waterbury and Bridgeport. These two trains existed mostly for Railway Express, the mail was gone after August 19, 1955. Trains 465 and 442 had a 500, several baggage cars and a combo. They connected at Bridgeport with 97 WB and 186 EB on weekdays.
Hi DBrion,DBrion wrote: If you consider a RDC-1 as a locomotive, MN #11 ran Waterbury-Bridgeport in the 1980's. I gave photographic evidence to NHRHTA several years ago.
Not sure if this what you're looking for.