Monday, September 20, 2021

Feeders and Exploring DCC for the I-2s

I've been working on one of my least favorite parts of the hobby - feeders. It's really not that bad, especially once I get started. I just have a lot of them to do. I've done about 15 pairs by the time I took this photo. 

Working at Whiting St. Yard.

Another 16 pair or so to go in Whiting St. Then I still have the Berlin Line, some in staging, the east side of town and the west side including Stanley Works. Yep, lots of feeders to go.

I have also made more progress on building the new website. 

In addition to making progress on what I should be doing, I also had my Crown Custom I-2s sitting at my desk, and started planning how I'll install DCC, sound and weight. I have an opportunity to get a couple that have already been weighted and upgraded to DCC. I'd have to sell mine, and hope that I cover most of the cost of picking those up.

Another potential factor is I have different goals that I'm trying to accomplish with my installations, and those wouldn't be set up the way I'd like. They would work great, of course, I'm just looking to do something a little different.

An ESU micro (or a Soundtraxx Tsunami Micro) will fit behind the motor. Both have a Next18 18-pin connector. This means I can do all of the wiring first, and the decoder is removable if I ever need to replace it. As a result, I plan on using these pretty much exclusively, even if the larger version would fit.

Chris prefers the Tsunami decoders for steam. Since he's fired real steam locomotives and understands the most minute details about operating a steam locomotive, I trust his judgement.  I checked and (as expected, due to NMRA standards) the pin-outs are the same, so by installing that wire harness, I can use either decoder.

Why not put it into the tender? Because if the decoder is in the locomotive, I only need to run two wires to the tender (for the reverse light). The power from the tender comes via the drawbar. In my era the lights weren't used during the day, so I don't even have to do that if I don't want to.

There's also space above the motor. Of course, I can't see inside it to tell, but a rough measurement tells me that there's quite a bit. As a test I put two layers of .080" styrene the length of the open section inside and the chassis installed without any issues. So there's room to add quite a bit of weight. I'll need that since these will have to haul as many as 5 passenger cars up the helix.

There are two electronic components (I removed the shrinkwrap) that go to the headlight. I haven't opened the tender to see if there's a similar one to the reverse light. One is a diode/bridge rectifier. I can't find it by searching for the markings on the internet, but I suspect they are for helping to protect the lights and maintain better continuity on DC. They won't be necessary if I replace the lights with LEDs, but I will need to fit in resistors. That won't be difficult, though, there's plenty of space.

I do, however, like the small plugs used for the lights. In this case there's one in the boiler and there's a second one in the smokebox. This allows you to remove the smokebox cover and unplug the light, and the same thing when removing the boiler from the chassis. I may very well consider similar connectors for other installations.

There's also space for the speaker in the front, here's an example of an I-2 that Tony's Trains did with the speaker in the smokebox. In this case there's also a speaker in the tender. I'll consider that, although I may try with the single speaker first, since adding the second one requires more wires to the tender.

I'm on the fence for adding a keep-alive. It's a decent size locomotive with a long wheelbase. It also only has to come from staging, make a station stop, and return to staging. So it's not going to get a whole lot of activity where it is necessary. On the other hand, I kind of want to use them on all locomotives as a general standard. I'll probably order a Tsunami Micro and Soundtraxx Current-Keeper to see how they (especially the Current-Keeper) will fit. Of course, there's plenty of room in the tender if I want to run additional wires there.

By now you're probably wondering why I keep mentioning that. It's primarily about appearance. It's not all that difficult to do, although there's the question of whether the wires are "permanent" or have a connector so you can still disconnect the tender. My goal is to try to make the wires look like the water lines. I'm even considering removing part of the existing lines and replacing them entirely with the wiring between the locomotive and tender. It is possible to get wire with multiple internal conductors, so I could have 4 or even 6 wires going to the tender that still look like two wires/hoses. However, with more wires, it will be harder to hide the connectors if I decide to do a removable option.

If I replace the wire hoses, I will lose some detail (there's a valve on the line), although I have been looking for something similar that is cored to receive wire (primarily at Precision Scale) and hoping I can make that hole large enough to accommodate whatever wire I'm using. I also need to find a way to stiffen the wire for most of the run, but have enough flexibility for curves.

Friday, September 17, 2021

Keep Moving Forward

I generally have two different layout work tracks going at a given time. The first is the stuff that I really need to get done. Things like the lights, feeders, some additional trackwork, etc. A lot of these projects are things that aren't always high on my list of, "things I like to do."

The second track are the things that I do find interesting, at least at a given moment in time. 

I try to make sure I make some progress in the first category several times a week. But for those times where time is short, or I'm tired (especially mentally), I try to just make sure I get down to the basement and find something of interest to work on.

The progress I've made in the basement with the lighting, paneling, and organization has helped a lot with that. It makes it a fun place to be, and I generally do a lot of other work down there as well. The more I'm in the basement, the more likely I'll make progress on something.

Tonight was one of those nights. I was tired, didn't really feel like doing anything, but I had something interesting sitting on the bench.

The KV Models handrail stanchions I got for the S-1s. But as I looked at how they need to be installed, I decided it would make more sense to get a proper bending tool.

So now I'm sitting at my desk/workbench, looking around the room and, when leaning back, the ceiling (because the lights are still very cool). But I still need to finish the (really annoying) job of fitting the (really annoying) fiberglass ceiling tiles that were left. If they hadn't used these tiles when our house was built, I would have used different ones. But they're already here. 

Originally I thought I would need to pick up quite a few new tiles for the Whiting St. Yard, but since I installed so many lights, I had a bunch of spare ones. So I might as well get working on those.

As it turned out, I was two tiles short. I didn't even need two full tiles, but I needed big enough chunks of each that I couldn't get what I needed out of one tile. Home Depot didn't carry them, of course, and the closest Lowe's that had them in stock was about 45 minutes away.

Didn't matter, I was going to finish this tonight. 

The last pieces were the far side of the ceiling over Whiting St. Yard. The great part is that the ceiling is one of those projects that only needs to be completed once.

Wednesday, September 15, 2021

Maybrook Mix

With the recent announcement of new FA-1/FB-1s from Rapido (it's about time!), I'll want to be prepared for adding the Maybrook freights.

Modeling buddy Mike Clements recently pointed me (back to) Julian Erceg's fantastic site Moving the Freight. Specifically the Traffic Study of Maybrook Freight in 1957.

While it's a fascinating study, I'd recommend reading the whole thing and I'll be pulling more info from it, the initial use I'll get from it is working out a mix of routes.

For example, Maybrook to Hartford traffic in January '57 through Maybrook was routed via:

  • Erie 31%
  • LHR 34%
  • LNE 8%
  • O&W 24%
  • NYC 2%

Maybrook to Holyoke was:

  • Erie 23%
  • LHR 55%
  • LNE 9%
  • O&W 14%

The Wheel Report data also provides great info. Traffic to Hartford in average carloads from:

  • Maybrook 58 (44%)
  • New York 44 (33%)
  • East 16 (12%)
  • Cedar Hill 15 (11%)

East would be from Boston as well as CV via New London, etc. The Cedar Hill cars probably include transloaded LCL and cars from locals and industries that route via Cedar Hill.

This will be great information to incorporate into the routing information on waybills, and may also impact the mix of road names represented in these trains.

Monday, September 13, 2021


 The main room is done:

The staging lights are turned off here. It is super bright. There are slight shadows in the corners, but these really only show up in photos, not when you're standing there in person.

This is looking over a car, with my arms and the camera between the lights, on the track farthest from the front of the layout. Visibility is amazing.

Here's another angle of the same cars. You can see a bit of shadow, but not much. It's most prominent on the wall behind the Landers mock-up.

The lights are LED troffers for a drop ceiling from Amazon (the 2'x4' units in this section) and Home Depot (the 2'x2' in this section). They are 9000 and 4900 lumens, both 5000k. They are also dimmable, and I'll see what that looks like after installing the dimmer tomorrow. There are six 2'x4' and six 2'x2' lights in this section, arranged in a simple rectangle. There will be two over the Stanley/Berlin Line, and two over Whiting St Yard.

Because they are "daylight" (5000k) the layout looks very different than before. It really brightens things up, and not just because there is more light.

I've been experimenting with different color grass tufts, which is much more noticeable now.

It also doesn't matter what angle I use to take pictures anymore. 

The rest of the basement will be finished tomorrow, including dimmers. Getting this done has been a big part of preparing to move forward on other projects since I didn't want to worry about working on the ceiling this extensively after completing some of those other ones.

Friday, September 10, 2021

Copaco Livestock Chute


What's Copaco? It was the Connecticut Packing Co, located in Bloomfield, CT. The primary livestock they received was probably hogs, although I wouldn't be surprised if they received cattle too. They were known for their sausages.

There's a shopping center named Copaco in the general vicinity of where the company was located, and when we moved to the area they used to have a petting zoo in the front parking lot (including a giraffe, I recall).

Why am I posting it? I've started working for the railroad.

The Central New England (CNZR) to be specific. Eversource is replacing 175 of the high voltage line poles with steel poles, and they need flaggers and don't have enough people. So when Dale asked if I was interested, I thought, why not?

So while I was there I decided to walk down and take a couple of pictures. Training this weekend, and from there I think the "work" will be standing there there to clear the crews from the tracks in the event a train comes through, along with ensuring they don't do anything they're not allowed to.

Wednesday, September 8, 2021

Proto S-1 - Installing DCC/Sound

For the DEY-3 (S-1) locomotives, I'm using the Proto 2000 model. Mine are the pre-Walthers, my understanding is that Walthers made some modifications to the drive/chassis with a shorter motor, which would alter the process I used slightly.

The models themselves need very little in the way of detail alterations, with the biggest one being the cab. One of my shells (well, three of them, I have two spares) are at Chris' but Mike Redden is finalizing a new set of radiator louvres for the earlier version of the locomotive. So I'll cover all that in detail in the future.

After a couple of evenings of experimenting and testing, it took me an evening to do each one. I don't rush, and do a lot of test fitting and tweaking. I also ended up completely disassembling it to the frame so I could properly clean the trucks and to keep bits of metal from getting into the gear boxes while modifying the weight and frame.

For soldering, flux then tin each wire, and flux both wires before soldering them together. If everything is tinned and fluxed it goes very quickly and cleanly. I use a no-acid no-clean flux. Don't forget to thread a bit of the shrink tubing on first.

I wanted to use Scale Sound Systems' speakers in these (and future) locomotives. They appear to be 3D printed enclosures and have the speaker preinstalled. Most importantly, it is designed to fit a specific model by an audio engineer. His instructions specifically note that you should not modify the enclosure to make it fit. Of course, that means I did. I don't think these are problematic, but YMMV.

The instructions JT provides has you remove the weight altogether, and install the speaker using screws that used to hold the weight in place. There's a gap under the speaker on mine, and I suspect that's due to this being the older chassis. It's unclear in the pictures on the site whether a spacer was used under the front.

But I wanted to keep as much of the weight as I could as well, since these will have to haul the New Hartford Local up the helix. Out comes the Dremel.

I cut it just beyond the portion that covers each flywheel.

I had to cut off one of the mounting lugs on the speaker as well.

This allows it to sit in the same location, but retains 2/3 of the weight.

Of course, it no longer screws in on the left. I had to modify the lug on the right because it extended too far, and then extend the hole to the edge of the enclosure itself. It still doesn't screw straight into the existing hole. However, with Kapton tape to hold the speaker in place, I decided the screw wasn't needed.

I frequently test-fit the shell to make sure everything was low enough.

An ESU Micro conveniently fits in the cut-out for the motor connection:

And an ESU Power Pack fits in front of the cab as well:

One issue with the Proto S-1 is that motor is electrically connected to the frame. Note that this doesn't prevent you from installing DCC, it's a similar design to a brass steam locomotive. However, a problem can arise is the wheels of the opposite polarity accidentally touch the frame (which can happen in a derailment). That short can fry the decoder. So I decided to go ahead and isolate the motor electrically from the frame. First by using Kapton tape:

You can see the nut on the bottom of the motor above. That's usually in contact with the frame. Fortunately, they also provided a copper tab for soldering a wire to it. The fit is very tight, so I soldered the wire to the side of that tab:

Then tested:

For the second one, I decided to cut away a portion of the frame here, to give it more room.

The Kapton tape was working fine, but after installing/removing the motor several times I noticed I had torn it on the second chassis. It doesn't appear that I did so on the first one. But this ensures that it has enough space and won't happen again.

The next challenge was the wiring. The old wiring went through holes in the weight, which is now covered by the speaker. Instead, I taped the wires from the front truck along the chassis. You'll see that there is a flat spot on the chassis just next to each flywheel. It's just the right width for the wire to pass. The tape keeps it in place.

Incidentally, I use the NMRA Standard wire colors. They look a little different in the lighting because the wire I use has silicone insulation. So the color is a little different, and looks even more so in this lighting for some reason. The main advantage to the silicone is it doesn't melt back when soldering to the wire like ordinary insulation.

I found that the wire that is pre-attached to the ESU decoder was fine enough that it just fit next to the speaker. It was not, however, long enough. So I had to splice in another section in the middle. I use shrink tubing for all of my solder joints. I used the pre-installed wire on the decoder to the top motor connection. The Power Pack is held in place by Kapton tape over the decoder itself. Otherwise it's hanging freely. I tape things down in layers, so probably use more tape than others. Another challenge is determining how much extra length of wire you need to work with, but not too much. 

I haven't done anything with the headlights yet. I'll need to get a surface mount LED to fit for the headlight itself. I'll need to do the same for the reverse light. I'm on the fence about doing it at all, since during the majority of the era I model, the NH didn't use the headlight during the day.

I also took the time to replace the oversized brake chains while I had everything apart. I covered one way that I've installed chains on the RS-2s here. In this case I used .006" wire and instead of a small hook, I used a long "U" and twisted it after attaching to the chain. Each one was slightly different.

On the last one I experimented with using some of the extra copper wire trimmed from the decoder. I removed the insulation, and used the wire to attach it to the model, and then soldered the wire closed. It worked well and I'm likely to continue to experiment with that approach in the future.

So here they are. Two naked Proto 2000 S-1s with sound (and tested). I try to be neat while installing decoders, but I'm not fanatical since I'm hoping I'll never see the inside of these again once they are finished.

Monday, September 6, 2021

Switcher Paint Schemes

As I've been researching the DEY-3 (Alco S-1) and DEY-5 (S-2) locomotives, I started compiling the info on paint schemes for these locomotives. 

Since there have been a few questions over the last year about the evolution of the paint schemes, I decided to create a spreadsheet with all of the paint schemes I have verified and decided to expand it to cover the life of all NH diesel switchers. A lot of the info was found in the excellent article by Marc J. Frattasio and Bill Chapin on the DEY-3 and DEY-5 switchers in Shoreliner 35.1, plus Marc's extremely thorough book on the NH, The New Haven Railroad in the McGinnis Era along with photos and official NH documents.

DEY-3 (S-1) 0967 at New Britain, December 1, 1961. J. W. Swanberg.

Through 1945, all diesel switchers wore Pullman Green with Dulux Gold lettering. Starting in 1946, there are no fewer than 10 paint schemes, not including minor variations, applied over about a 15 year period until the final Alpert-era scheme was first applied c1961. Road switchers carried similar, if not identical, schemes during the same periods. 

Locomotives were repainted as needed, so no locomotive wore all 10 of these schemes. It appears that most wore two to three different schemes over their lifetime.

Where known it includes the date applied. If a photo has surfaced that is within the period that a given scheme was applied, it is noted as "by (date)."

For the 401 green scheme, I have painting info up to January, 1955. I've seen a photo of 0994 in that scheme from September 1, 1955. So it had to have received the scheme between January and September of 1955. For all other schemes, the range would be from the date of adoption and the date of the photo.

Light gray cells indicate a given locomotive never wore that scheme.

Light green cells indicate that the prior paint scheme has been verified through a given period, often until the end of the NH. In most cases, the latest scheme noted was the final scheme worn. The light green shading designates those I could verify. I've included disposition dates so you can see when a locomotive was no longer in use.

I haven't dug through all of the Shoreliners, books, and other resources I have, but I will continue to update the spreadsheet as I find more info/photos. Of course, I welcome input for updates from other documentation or dated photos.

Pullman Green with Dulux Gold

DEY-3 (S-1) 0967 at Wethersfield in May, 1949. John Wallace.

This was the standard diesel switcher scheme starting with the delivery of 0900 in 1931 through 1945. The cab and hood are Pullman Green, the frame is black, and lettering Dulux Gold.

There are several locomotives that appear to still be in this scheme through January, 1955, or until they were sold in the case of a few locomotives that were off the roster before that: 0607, 0613, 0803, 0804, 0805, 0806, 0808, 0941, and 0964.

Green (Pullman?) cab with Warm Orange Hood

January, 1946

Hunter Green cab with Warm Orange Hood

June 26, 1947

DERS-2b (RS-2) 0509 at Pittsfield. Sweetland.

This is the first Green and Orange scheme for switchers and road switchers. It consisted of a Hunter Green cab and 90 degree fillets at the base of the cab, with Warm Orange hoods and lettering. On the switchers, the back of the cab was also Warm Orange.

The initial scheme in 1946 does not specify the color green, but the June 26 drawing indicates the color was changed to Hunter Green. It's believed the initial color may have been Pullman Green. Only a few locomotives (0933, 0939, and 0947) have been identified to have been painted prior to the June 26 update.

In addition to the post-war DEY-3 class (0971-0995) (the first switchers delivered with the Warm Orange hoods) and the final two DEY-4 locomotives (0817-0818), the Hunter Green/Warm Orange scheme was the delivery scheme for the DERS-1b (RS-1) and DERS-2b (RS-2) locomotives as well.

Pullman Green cab with Warm Orange Hood

May 19, 1950

DEY-4 (44-tonner) 0813. Date and location unknown.

Three years later, the scheme was altered by replacing Hunter Green with Pullman Green. It is otherwise identical.

Pullman Green Cab, top of hood, and Warm Orange

June 5, 1951

DEY-4 (44-tonner) 0807. Date and location unknown.

About a year later the scheme was modified to match the delivery scheme of the second and third deliveries of the DERS-2c (RS-3) locomotives. In addition to the Pullman Green Cab, there is a band of Pullman green at the base of the hood, still with the 90 degree fillet, and the hood top is also Pullman Green. Note that there is no fillet at the top of the hood where it meets the cab. 

401 Green Hood, top of hood, and Warm Orange

May 6, 1954 (October, 1953)

DEY-5 (S-2) 0617 at Worcester engine house, May 21, 1956. Ed Ozog.

Also known as the "full balloon" or "hot dog" scheme, a 90 degree fillet is added to create a full 180 degree curve at the end of the Warm Orange in front of the cab. In addition, the green has changed to 401 Green. 

The surviving diagram of this scheme indicates that it is a correction as of May 6, 1954. Photographic evidence cross-referenced with NH documentation indicates it was first applied in October of 1953. I don't believe this scheme was ever applied to the DEY-4 (44-tonner) locomotives.


Onto the Matter-designed McGinnis and later schemes, well beyond my modeling era so I don't have nearly as much information for you. In particular I have far fewer photos of equipment in these schemes.

Matter/McGinnis with White Sill

DEY-1, June 15, 1955

DEY-7, January, 1956

DEY-3, May 24, 1957

DEY-3 (S-1) 0993 and 0995 at Charles St., Providence, September 14, 1957. David Sweetland.
This shows both the Red Sill and White Sill Matter/McGinnis variations.

This scheme was first used on the DEY-1 classes and was also the delivery scheme for the DEY-7 locomotives. On May 24, 1957 the diagram for the DEY-3 switchers was updated to this scheme.

It has a Red Orange cab, hood end and top, and railings, with white side sills and a white "NH" centered on the hood. The cab roof and hood were black.

Matter/McGinnis Red Orange Sill

DEY-3, -5, February 1, 1956

This design, the original one applied to DEY-3 and -5 classes, had a black hood with no Red Orange top, seen on the DEY-5 (S-2) in the photo above, It also had Red Orange cab ends, hood end, side sills, and hand rails with a large white "NH" next to the radiator shutters. 

Matter/McGinnis with Black Sill

DEY-1, -3, August 2, 1957

DEY-1b (HH660) at Boston Freight Terminal. Date and photographer unknown.

Other than the black side sills, this variation is identical to the White Sill scheme and was also only used on the DEY-1/1b/3 switchers. For the DEY-1 classes it appears that many originally had the white sills, which were then painted over with black.

Note that in the photo of 0924 above, the Red Orange is a much "redder" shade. This appears to be the case on the majority of the photos of the black sill variation. This may not have been noted on the painting & lettering diagrams because c1956/7 there was a switch the paint formulation, but both were called "Red Orange" although I don't know if the No. 406 Orange Red was used on any switchers.

New Haven Color Guide (available from NHRHTA) has a number of Red Orange color chips:

  • No. 428 Red Orange. (1955-1956) Often called "Socony Red" by modelers.
  • No. 409 Red Orange (1956-1964) Used on 1956 road switchers and locomotive repaints.
  • No. 406 Orange Red (early) (1957-c1960) Used on first 30 FL-9s and locomotive repaints.

1956 Road Switcher Scheme

March 24, 1958

DEY-4 (44-tonner) 0818. Date, location, and photographer unknown.

This is a classic scheme that is often referred to as The McGinnis scheme, It has a Red Orange cab, with everything else black, and a Red Orange "N" over a white "H" centered on the hood. Although I've never been a fan of the Matter/McGinnis schemes, this one is very clean. I like it. Although not so much on the 44-tonner. I think maybe it's because the hoods are so short. 

Apparently the handful of switchers that received the scheme was because some of these locomotives were used on local freights.

I have seen a number of models in this scheme with a black cab roof, but haven't located a prototype photo that verifies that was a variation.

Alpert Scheme

Date Adopted Unknown (c1961)

DEY-3 (S-1) 0988, date location and photographer unknown.

Sort of a reverse of the "Road Switcher" scheme, and a variation on the old green and orange schemes. It has a Red Orange hood and black cab, frame, and railings. A white "NH" is on the side of the cab instead of the hood. This would be the final scheme developed, but used on few switchers.

Hybrid/Variant Schemes

Various dates

This column indicates that a given locomotive was known to wear a minor variation of an existing scheme, or a hybrid scheme. 

Variant Schemes

A variant scheme is one that has minor differences from the standard scheme of the era. For example, two locomotives were painted with variations of the original Matter/McGinnis scheme. 0963 had black side-sills, and a Red Orange cab. 0964 was painted the same way, but with 3/4 size "NH" with the "N" in Red Orange and the "H" in white.

DEY-3 locomotives 0935, 0966, and 0967 had small "NH" logos lettered on the front of the hood in one or more of their paint schemes. DEY-4 0811 had an unusual variation of the Road Switcher Scheme where the large "NH" was on both sides of one of the hoods, which meant it was to the right of the cab on one side, and the left of the cab on the other, just like the end-cab switchers or road switchers. 

Hybrid Schemes

Hybrid schemes came about because a number of locomotives were condemned but not scrapped and used for parts. In addition, at least two locomotives have been documented (0607 and 0975) were only partially repainted during the Alpert era.

There's an interesting thread on the NHRHTA Forum that initially looks at S-1s, but there are other locomotives pictured as well, mostly in hybrid schemes.

These practices had the effect of creating a few unusual schemes that were hybrids of a cab from one era and hood from another. 0603 had an early McGinnis black hood with a Red Orange end, along with a black cab. Likewise, 0993 had an early McGinnis hood, but a Green cab with the script herald. There may have been others.

Heavy Weathering and Paint Failure

In addition, if you're modeling the '60s, the weathering was substantial on switchers that had not been repainted in years. Photos are your best bet for this era, because the paint was wearing thin, often revealing older schemes beneath the current coat, or even wearing to the gray primer. Lettering, even including road numbers on the front of the hood, sometimes wore away. I didn't note heavily weathered locomotives in this column, even with old paint schemes showing through, as they are not hybrid or variant paint schemes. But the light green shading indicates a locomotive that was still wearing the last noted scheme in a given era. Those that are older will be more heavily weathered and you should search out photos.

Friday, September 3, 2021

Power for the New Hartford Local

Chris has gotten started on building his undecorated Proto 2000 S-1 for a New Haven DEY-3 class switcher. I had started some modifications on mine a while ago, and we need to add decoders as well. So naturally, I pulled mine out to provide some input. Which has led to the locomotives hitting the bench for some more work.

So what locomotives will I need? 

In my case, I need the S-1 for the New Hartford Local. Although I usually refer to this as HDX-5, it's a bit more complicated than that as things were changing throughout the era I model. For now I've decided to focus on 1949 and later since it will be easier to get the diesels running. Especially since HDX-5 used a K-1-d mogul with Southern valve gear, a variation that NERS never released (despite the initial announcement that they would). So until I'm comfortable I have the skills to modify the valve gear on a brass model I'll start with these.


HDX-5 was briefly eliminated in early 1949 when the K-1-d was pulled, and the tonnage absorbed into NY-4 which would work the New Hartford branch on Monday, Wednesday and Friday.

Presumably there was enough traffic, perhaps combined with the fact that HDX-5 originated in Hartford instead of Cedar Hill, and it was reinstated by September, 1949 with DEY-3 (S-1) no. 0967 assigned. It was built on May 13, 1944. 

John Wallace took this photo of  0967 on the Valley Local in Wethersfield in May, 1949. 

John's photo shows that the locomotive was still in it's delivery scheme in early 1949, and records confirm it wasn't repainted until April 3, 1952. So for my purposes it's still Pullman Green.

In 1952 it would have received the current (as of May 9, 1950) scheme of a Pullman Green cab and hood top, with a narrow band of Pullman Green and the curved fillet at the base of the hood, and the remainder of the hood in Warm Orange. This was the third scheme that the DEY-3 and DEY-5 (S-2) locomotives wore.

Later on, it was one of a few of S-1s that received the August 2, 1957-March 24, 1958 Matter/McGinnis scheme with black sides on the walkway. It was one of a few that had a small "NH" on the front of the hood. I haven't identified any other schemes worn by this locomotive, so the third scheme it wore may have been its final one. It survived to the Penn Central era.


In autumn of 1950, the assignment for HDX-5 has changed to DEY-3 0994. This is one of the postwar S-1s, the second to last one, and was delivered in Hunter Green and Warm Orange on January 1, 1949. 

Chris found this undated photo of 0994 in Wethersfield. Looking closely, you can see the line between the green hood top and Warm Orange hood. The question is, which green?

In mid-'51 the NH started the Pullman Green/Warm Orange scheme that 0967 received in 1952. But in a document dated January 27, 1955, no. 0994 hadn't been repainted yet. At that time, the current scheme was 401 Green with Warm Orange, and a 90 degree fillet had been added at the top next to the cab. In other words, the "full balloon" or "hot dog" scheme. This scheme was replaced by the first Matter/McGinnis scheme on February 1, 1956. So it must have been the "full balloon" scheme.

Sure enough, here's a photo confirming this scheme:

Location, date, and photographer unknown.

This was the fourth scheme worn by these classes. I haven't found any record or photo showing that 0994 was subsequently repainted prior to the PC era either. There are some photos of DEY- class locomotives in these (very worn) schemes in the late-'60s so it's possible that neither 0967 or 0994 were repainted again.

I don't have any engine assignments for 1951 so for now I will keep 0994 on that assignment.


In Spring of 1952 the New Hartford local and the Cedar Hill-Holyoke local were combined, operating out of Hartford. By September 1952 the New Hartford local is reinstated, now as NX-25 after the elimination of the Hartford Division. It still originates in Hartford, and has DERS-2b (RS-2) 0503 assigned. This is convenient, since it's one of the two locomotives regularly assigned to NY-4/YN-3 in earlier years and I've already modeled it.

I don't have any repaint information for 0503, but here's a shot in South Boston in another scheme:

Date and photographer unknown.

This scheme, the same as noted for 0967, was applied from ~June, 1951 to ~June, 1953,  and was the second scheme applied to RS-2s.

The diagram for the following "full balloon" scheme was dated for June, 1954, but it was noted as a correction, and photos indicate that the switch occurred earlier, probably mid-1953. So there's a possibility that 0503 would have the pictured scheme by late '52, but it could have been sometime in 1953 as well.


In fall of 1953, NX-25 and NY-4/YN-3 are replaced by NX-28, but it now operated out of Plainville. 

No 0967 is assigned to this train, but we know that 0967 was repainted in the above scheme on April 3, 1952 as noted above. But it doesn't work New Britain at all, which is one of the reasons there are no daytime freights in my November, 1953 ops sessions. This train, as NX-28, would switch back to originating in Hartford for fall of '54 and NY-4/YN-3 would also be reinstated by then. Tom McNamara caught DERS-3 (Fairbanks Morse H16-44) no. 590 on the job in that era.

All of these changes are beyond the operating sessions on the layout. 


During this era, locomotive paint schemes were changing frequently, and those schemes help set the era. But not all of a given class received a particular scheme. Although I know 0967 was repainted by 1953, it doesn't look like it was operating in New Britain at that time.

As for 0503, that could have been repainted after November, 1952, the last year it will be running on the layout. At that time, there are a couple of DERS-2c (RS-3) locomotives, one of which will be in that scheme (and the other in one similar to the RS-2 delivery scheme, but Pullman Green and including a band of green along the bottom). So three different RS- paint schemes running at once if I stick with the delivery scheme on 0503. I do have a third model already disassembled, and I could do a second model if I wanted to. For the moment that will stay on the back burner unless/until I find documentation that it was repainted prior to November, 1952, and I'll get working on the S-1s instead.

Wednesday, September 1, 2021

Middle Atlantic Transportation Co (and a bonus)

I was poking around looking for a colorized picture I had seen a while ago for a truck from Middle Atlantic Transportation Co. Because of the name of the company, I've always had trouble finding them, and I thought I had downloaded it, but couldn't find it.

Imagine my surprise when I stumbled across this at Getty Images.

The company was headquartered in New Britain, near Wooster St, and photographed by William C Shrout in a series of pictures taken in 1942 for Life magazine. I don't believe they were ever published. Not all of the photos were taken in New Britain.

Middle Atlantic Trucking terminal, New Britain, CT.

I don't think they were served by the railroad, as they were a competitor, shipping freight between New Britain (Hartford), New York, Cleveland, and Detroit. But I'm working on getting decals produced so I can have a truck on the layout somewhere since it's a local company. The video is the first color image or video I have found from the era. Based on the video I'll be using a 32' Fruehauf Aerovan trailer from Wiseman Model Services, and a Sylvan 1948-53 C6100 2-ton tractor. These look like exact matches.

Unfortunately the terminal is located off the layout, otherwise I would do several different trucks.

Landers, Frary & Clark

In the process of searching for that, I found another set of unrelated (but interesting) videos.

This is a series of newsreels that was also apparently never released. It shows how the Landers, Frary & Clark Coffeematic Pot is produced. While interesting in and of itself, what's most useful to me is to learn that the pot was made of copper, and also copper-, nickel-, and chrome-plated. These, of course, are commodities that I'll need to have shipped to the plant.