Assembling the Rapido 44-tonner

It should come as no surprise that I have several of the Rapido 44-tonners.  This includes a couple of the decorated ones, along with four (for now) undecorated ones that I'll be doing in other paint schemes.  It was also a nice surprise to find I was mentioned in the manual (in French too!). (It should also come as no surprise that I started this post on November 18...).  

 

Like many undecorated locomotives, these are unassembled. Most of the assembly is pretty straightforward, but since instructions aren't included I thought I'd mention a few things.  First, there are details that need to be installed on the running boards, but holes have not been pre-drilled. But there are dimples underneath for that purpose, you just need to figure out which ones are needed, since not all are used for every phase.

Looking at the picture below, here are what the holes are for (on the NH models, anyway):

• Blue - bell. There's a hole at the other end of tanks too, which may be used for the bell on other roads.
• Green - steps for Phase Ic models. The one closer to the edge is also the alignment for the skirt. You need to drill the hole in the semi-circular portion closer to the center of the model.
• Yellow - steps/curved portion of the cab for Phase III model. This probably applies to the Phase IV models too, but I don't have one to verify.

The side frames that come preinstalled are the later version, for the Phase III and Phase IV models. They need to be replaced for the Phase Ic version. I did this the hard way, not realizing that they trucks themselves are easily removed (I hadn't read the portion of the manual regarding removing the coupler, since I wasn't planning on doing that...).

You do need to remove the pickup contact strips to install on the other side frames. It appears they attached them using heat to melt the plastic pins. It's easy enough to pry the strips off the plastic sideframes.

To install them on the new sideframes I didn't want to use heat.  Instead, I applied a liberal amount of styrene cement and used the flat end of a pair of tweezers to mash them down.

I won't bother to explain the process I had to use to reinstall the trucks since you all know now that you can simply pull and turn to remove the entire truck assembly.

As for other details, note that the New Haven units used one of two horns.  The Phase Ic units had Wabco AA-2 horns.  The A-2 horn was produced in short and long bell versions. The AA-2 has the short stacked on top of the long.

The phase III and IV units used the long bell A-2.

44-tonners Part IV

Builders Photo of DEY-4 0806. Phase Ic.

With Rapido's announcement of 44-tonners, The samples look (and was running) great, I've passed on my suggestions to Bill/Rapido so I'm looking forward to their release.

 I, of course, know what I will need, but I've seen some questions online as to who had the earlier phases, and which road numbers were which phase. I've compiled a quick list of the original owners of the Phase Ic and Phase III locomotives.

This information is from Extra 2000 South issue 51, and issue 52, which define the "phases" and includes drawings of Phase Ic, II, III, IV, V (51) and Ib and Vb (52). They also include serial numbers and all of the subsequent owners and dispositions through mid-1975 and lots of in service and builders' photos.

Phase Ic (53 units) (S/N 13092 - 15131)

• B&M:  114 - 117
• D&RGW:  38 - 44
• Iowa Ordnance Plant: 8-44, 9-44, 10-44, 11-44
• Kansas Ordnance Plant: 2
• Kentucky Ordnance Works: 1
• LV: 60-62
• MEC:  11 - 12
• MILW (CMStP&P): 1701
• Minneapolis & St. Louis Ry: D-172, D-842
• Missouri & Illinois Bridge & Belt: 100
• MP: 811
• BSL&W: 815
• I-GN: 812
• StLB&M: 813 - 814
• NYNH&H: 0800 - 0806
• NYO&W: 101 - 105
• Pine Buff Arsenal-US Army: unknown road number
• San Francisco & Napa Valley Ry: 30, 40
• Scioto Ordnance Plant: unknown road number
• Sheffield Steel Corporation: 1 - 3
• SP: 1900 - 1902
• US Navy - Brooklyn Navy Yard unknown road number
• US Naval Supply Depot, Pier 91 unknown road number
• Washington & Old Dominion RR: 47 - 49

Phase III (36 units) (S/N 18145 - 27794, 27973 - 27975)

• Atlantic & East Carolina RR: 8
• ATSF: 463 - 468
• Fernwood Columbia & Gulf RR: D-1, D-2, D-3
• High Point Thomasville & Denton: 101
• MEC: 13-15
• NYNH&H: 0807-0816
• Pacific Electric Railway: 1652-1654
• Sheffield Steel Co: 6
• US Army Aberdeen Proving Grounds: 7931-7932
• US Army Fort Clark: 7492
• US Army Fort Miffin Naval Ammo Depot: 7493
• US Naval Air Station: unknown road numbers (2 units)
• US Naval Ammunition Depot: unknown road number
• US Naval Supply Depot: unknown road number
• US Navy Whiting Field Naval Air Command: 5

Phase IVa (S/N 27793 - 29994)

• You can use the list at the Diesel Shop to identify them.

New Haven 44-tonners

I've covered the DEY-4 class of locomotives here, here, and here. But since this will be the primary locomotive used in New Britain, this is a good place to add a little more information.

The Bachmann chassis suffered from the common issue of nylon gears that crack over time. The gears are no longer available, but I found that the latest truck design (at least their fourth) fit into my existing chassis. Since I needed to take them apart, I decided I wanted to upgrade the decoder and install a keep-alive, so they are waiting in the queue for that upgrade. I have two W&R brass shells of Phase Ic, and the Bachmann shell I modified into a Phase III.

Instead, I'll use the decoders elsewhere and switch to the Rapido locomotives, although I'm still waiting to see how well they can haul up my 2% grade from Whiting St Yard.

I have the following assignments during my era (including Phase and scheme):

Spring 1948

• 0802 - Phase Ic - delivery
• 0812 - Phase III - delivery

Autumn 1948

• 0802 - Phase Ic - delivery
• 0805 - Phase Ic - delivery

Spring 1949

• 0802 - Phase Ic - delivery
• 0805 - Phase Ic - delivery

Autumn 1949

• 0805 - Phase Ic - delivery
• 0806 - Phase Ic - delivery

Autumn 1950

• 0805 - Phase Ic - delivery
• 0806 - Phase Ic - delivery

Spring 1952

• 0802 - Phase Ic - delivery
• 0804 - Phase Ic - Warm Orange with Pullman Green cab and top of hood

Autumn 1952

• 0802 - Phase Ic - delivery
• 0804 - Phase Ic - Warm Orange with Pullman Green cab and top of hood

Autumn 1954

• 0810 - Phase III - Warm Orange with Pullman Green cab and top of hood
• 0813 - Phase III - Warm Orange with Pullman Green cab and top of hood

The seven locomotives assigned are:

• 0802 - Phase Ic - delivery
• 0804 - Phase Ic - Warm Orange with Pullman Green cab and top of hood
• 0805 - Phase Ic - delivery
• 0806 - Phase Ic - delivery
• 0810 - Phase III - Warm Orange with Pullman Green cab and top of hood
• 0812 - Phase III - delivery
• 0813 - Phase III - Warm Orange with Pullman Green cab

Rapido is releasing 0801, 0802, and 0804 in the Warm Orange with Pullman Green cab and top of hood scheme. So I'll definitely be getting 0804. 

0802 also received this scheme in August 1953. Since that was a regularly assigned locomotive for many of the years (and was back in 1956), I'll get that one as too. 

Even though 0812 was identified in Spring of 1948, I like the idea of having at least one Phase III in the delivery scheme.

For the rest, it's a question of if/when they will release the other schemes. I've only identified two (0812, 0813) that received the Warm Orange with Pullman Green cabs, so it seems unlikely to be done soon. But it's also very easy to do provided the cab is a separate piece.

The delivery scheme is very easy to do, since it's just Pullman Green. And we already have decals for that scheme. I'd prefer that it was factory painted. All except the two Phase IVa locomotives had this scheme, and several appear to never have received a second scheme. This would be a good option for them to release.

You'll note in the comments a discussion with Ken Baker. I was incorrect in those comments about the McGinnis scheme. There's a thread he started at the NHRHTA forum on the subject.

Which is a much better resource for information on the McGinnis and later eras than me!

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 Imitation Gold Duco (not Dulux) 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 Imitation Gold Duco

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 and lettering Imitation Gold Duco.  The frame on most is black, but some (such as the 44-tonners) it was also Pullman Green.

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. Although commonly known as the "Alpert" scheme, it is a revision of the design developed for the RS-1 by Herbert Matter in summer 1955. 

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.

DEY-4 (44-tonner) Part III: Modeling

Modeling all four phases of 44-tonner that the New Haven owned is relatively easy. In reality, unless you are modeling the early-'40s, you only need to consider 3 phases.

Phase Ib
This is #0800 in its original configuration and is the subject of the Custom Brass "early version" of the 44-tonner. Of the 239 locomotives built, only 16 were built to this configuration so it was an odd choice for them to select considering GE built 50 of the Phase 1c, or the third most common variation.

W&R also imported this variation.

Phase Ic

W&R Brass imported this version of the locomotive, and it's a very accurate model, other than the placement of the horn which should be in front of the stack on the forward hood.

Phase III

Again, W&R Brass imported this, although the engine intake vents are shaped like the Phase IV locomotives. It's a minor detail, but it's there. However, since this version is very similar to the Phase IV locomotive altogether, I have opted to modify the Bachman model.

I just found out that Keystone also had a Phase III model kit. In the past I've heard they'd done a Phase I of some sort too, but I haven't found any pictures or specific information on them yet.

Brass Trains sold a custom painted and weathered 44-tonner (a W&R model) that has the intakes of the correct size. Probably modified by the modeler.

 

Phase IV

W&R Brass also imported this (along with Sunset Models and Westside Models), and Keystone Locomotive Works (upper right) produced a brass kit with some cast parts like the hood ends and cab; the Bachmann model is the easiest to get and can be made to perform well. My only real complaints about the Bachmann model are the very thick pilot/footboards and windows that appear a bit under-sized.

Modified Bachmann Phase III
I'll start with the Phase III model, which is a modified Bachmann model. While the W&R one is very well done, I haven't actually come across a Phase III one for sale. More importantly, though, I wanted to model the hood hatch covers in an open position. On the brass model they are closed, and would not be easy to modify.

To start with, remove the circuit board and the plastic holder that snaps on top of the chassis itself. You won't need them. I used an ESU Loksound Micro v4 decoder, and two 1/2" speakers from Tony's Trains. I had to file the sides of the speaker enclosures slightly to fit. I haven't installed the lights yet but here's what it looks like using Kapton tape to keep everything in place. As you can see, I've removed the shell a lot on this locomotive (to show people the decoder and sound installation), and the tape isn't sticking that well. It's not essential at this point, but I will point out that the black wires on the left side are slightly damaged from putting on the shell, so make sure they are not getting pinched.

The speakers are facing down through the trucks. My original plan was to have them facing up, through the vents on top of the hood (which I opened up), but that's no longer possible because...

...I also added an additional 3 ounces of weight. This was done with the usual peel-and-stick 1/2 oz weights, one on each side of the cab, and two under each hood.

For details, I added the hatch covers (I have to fix the supports on one of them), made the engine intakes smaller, added drip guards, and also added the stack covers by cutting off a very thin slice from the top of the stacks of another Bachmann shell. The door handles were shaved off and replaced with wire handles.

I also thinned the excessively thick footboard and pilot, and replaced the original uncoupling lever brackets with wire eyebolts. 

Wow, look how different the Warm Orange looks in those three photos! It's the same model folks, sitting in the same place on the layout, just different camera angles.

I plan on replacing the hinges for the hatch, they were actually rounded on the top, and I'll use some of the screen material from a donor shell (that is used on the generator vents) to install behind the engine intakes.

The locomotive performs very well. I just extended Track #5 around the helix, which required a ridiculously steep grade at the end so I could keep it level to that point. This locomotive pushed 9 cars up that grade + the 2% grade of the helix itself - all on a 26" radius curve, of course. Before I added the weight it struggled with 3 cars up the 2% grade.

W&R Phase Ic with Bachmann Chassis

To start, it's important to note that the Bachmann model has used two quite different chassis over the years. The original used two motors. This takes up more space, at a lower weight, and complicates DCC installations since there's no guarantee that the two motors will perform exactly the same. So I only use the single motor chassis.

To make the chassis fit, you need to shorten the coupler box mounting pad on the W&R shell (the modified shell is on the left in the picture above).

The chassis is a tight fit. So tight that you will also need to mill a bit off of the ends, and the side of the ends to clear the radiator shutters which are a part that is soldered in place and thicker than the wall of the hood itself. This is the silver portion of the chassis in the photo.

You also need to add a 0.05" thick spacer to bring the shell up to the correct height. I used strip styrene. I have not experimented with extra weight yet, but I should be able to fit it under each hood like the Bachmann model.

I still need to get speakers for this one. The biggest issue is that the two Ic locomotives will be painted in the delivery scheme of Pullman Green with Deluxe Gold lettering. Unfortunately, there aren't any decals available yet with the correct "New Haven" spelled out on the cab. Everything I can find is too large and doesn't fit. As soon as I get around to having some made I will post a source.

Other than being a little lighter right now, this performs exactly like the other one, as would be expected with the same chassis.

DEY-4 (44-tonner) Part II: Operations

Henry Statkowski pointed out the class designation on the builder's plate: B-B-88/88-4GE733 and that it tells you more about the locomotive:

• B-B is a classification that indicates there are two two-axle trucks, and all of the axles are powered.
• The 4GE733 indicates that there are four GE 733 traction motors.
• The 88/88 took a little research. But I found that the 45-tonner is a B-B-90/90 and the 80-tonner is a B-B 160/160. Then I found a 44-tonner operators manual (which happens to be for Phase III locomotives which started with s/n 18145) and could confirm that the weight of the locomotive was listed as 88,000 lbs.

It would be interesting to see if operator manuals for earlier or later 44-tonners had a different class designation.

Aside from the Extra 2000 South article, there are some other resources for information on the operation and history of the DEY-4 locomotives on the New Haven. Here's the information I have from Engine Assignment Books, New Haven Condemnation records, and a New Haven Mechanical Department document from 1955. There are a some contradictions in these sources.

DEY-4 #809 with NE-5 C-616 at Readville c1951

Engine Assignments

April 24, 1949
0800 - Readville Yard
0801 - Woonsocket Yard
0802 - New Britain Yard
0803 - Brocktown Yard
0804 - Putnam Yard
0805 - New Britain Yard
0806 - Meriden Yard
0807 - Westfield Yard
0808 - South Norwalk Yard
0809 - New Bedford Yard
0810 - New Bedford Yard
0811 - Holyoke Switcher
0812 - Cedar Hill/7:00 AM Manufacturers North End
0813 - Providence Pontiac-Bristol Local
0814 - Norwich Yard
0815 - Taunton Yard
0816 - Fall River Yard
0817 - Oak Point Work Train
0818 - Bridgeport Wire Train

September 25, 1949
0800 - Readville Yard
0801 - Woonsocket Yard
0802 - Meriden Yard
0803 - Brockton Yard
0804 - Putnam Yard
0805 - New Britain Yard
0806 - New Britain Yard
0807 - Holyoke Yard
0808 - South Norwalk Yard
0809 - New Bedford Yard
0810 - New Bedford Yard
0811 - Westfield Road Switcher
0812 - Cedar Hill/7:00 AM Manufacturers North End
0813 - Providence-Bristol Local
0814 - Norwich Yard
0815 - Taunton Yard
0816 - Fall River Yard
0817 - Oak Point Work Train
0818 - Bridgeport Wire Train

October 2, 1950
0800 - Taunton Yard
0801 - Woonsocket Yard
0802 - Meriden Yard
0803 - Brocktown Yard
0804 - Putnam Yard
0805 - New Britain Yard
0806 - New Britain Yard
0807 - Westfield Road Switcher
0808 - Providence Yard
0809 - New Bedford Yard
0810 - Readville Yard
0811 - South Norwalk Yard
0812 - Cedar Hill/7:00 AM Manufacturers North End
0813 - Providence Relief/Spare
0814 - Norwich Yard
0815 - Bridgeport Seaview Ave. R. R.
0816 - New Bedford Yard
0817 - Oak Point Wire Train
0818 - Bridgeport Wire Train

April 27, 1952
0800 - New Bedford Yard
0801 - Providence-Poscoag Local
0802 - Meriden Yard
0803 - Brocktown Yard
0804 - New Britain Yard
0805 - Woonsocket Yard
0806 - Holyoke Yard
0807 - Norwich Yard
0808 - Putnam Yard
0809 - Fall River Yard
0810 - New Britain Yard
0811 - South Norwalk Yard
0812 - Cedar Hill/7:00 AM Manufacturers North End
0813 - Readville Yard
0814 - Providence Shopping Margin
0815 - Cedar Hill Work Train
0816 - Bridgeport Seaview Ave. R. R.
0817 - Bridgeport Relief for Wire Train
0818 - Cedar Hill Work Train

September 28, 1952
0800 - Boston Work Train
0801 - Putnam Yard
0802 - New Britain Yard
0803 - Boston Work Train
0804 - New Britain Yard
0805 - Woonsocket Yard
0806 - Cedar Hill Spare/Shopping Margin
0807 - Norwich Yard
0808 - Providence Shopping Margin
0809 - Boston Spare Shopping Margin
0810 - Meriden Yard
0811 - Providence Work Train
0812 - Cedar Hill/8:00 AM Manufacturers North End
0813 - Readville Yard
0814 - Bridgeport Seaview Ave. R. R.
0815 - South Norwalk Yard
0816 - Holyoke Yard
0817 - Bridgeport Spare/Shopping Margin
0818 - Cedar Hill Work Train

October 30, 1955 (courtesy of Ed Ozog on the NHRHTA forum)
He also posted a great shot of #0813 on the Providence-Poscoag local which also partially answers a question I've had for a while: How many cars can a 44-tonner handle? At least 9, apparently.
I'd also recommend Ed's sites, starting with New Haven Steam Locomotives and don't forget to scroll down on the home page to see a list of his other excellent railroad sites.
0801 - Bridgeport Seaview Ave. R. R.*
0802 - Hartford Shopping Margin
0807 - Woonsocket Yard
0809 - South Norwalk Yard
0810 - New Britain Yard
0811 - Providence Relief
0812 - New Haven Manufacturer R. R.*
0813 - Meriden Yard
0814 - New Haven Jitney*
0815 - Holyoke Yard
0816 - New Britain Yard
0817 - Van Nest Shop
0818 - Norwich Yard

October 28, 1956
0801 - New Haven Manufacturer R. R.*
0802 - New Britain Yard
0807 - Woonsocket Yard
0809 - New Britain Yard
0810 - Meriden Yard
0811 - Norwich Yard
0812 - Bridgeport Seaview Ave. R. R.*
0813 - Hartford Inspection/Relief
0814 - New Haven Inspection/Relief*
0815 - New Haven Jitney
0816 - Cedar Hill Shopping Margin
0817 - Van Nest Shop Switcher
0818 - Providence Inspection Relief

*Equipped with swivel drawbars

Disposition Information (only from New Haven Railroad)
0800 - Sold to Youghiogheny & Ohio Coal Co. (3-19-56)
0801 - Sold to Schiavone Bonanao Corp for scrap c1968
0802 - Sold to Youghiogheny & Ohio Coal Co. (12-24-58)
0803 - Condemned at Readville (12-21-53)
0804 - Sold to Washburn Wire Co. (8-7-53) -although listed as condemned at Meriden (8-31-53)
0805 - Sold to Marquette Cement Co. (9-11-53)
0806 - Sold to Washburn Wire Co. (8-7-53) -although listed as condemned at Meriden (8-31-53)
0807 - Sold to GE (1961) and rebuilt in North Bergen, NJ for Trinidad Government
0808 - Condemned at Providence (12-21-53)
0809 - Sold to Connecticut Co. (1958)
0810 - Sold to GE (1961) and rebuilt in North Bergen, NJ for Trinidad Government
0811 - Sold to GE (1961) and rebuilt in North Bergen, NJ for Trinidad Government
0812 - Scrapped by Penn Central (11/69)
0813 - Sold to New Haven Trap Rock Co./Branford Steam R. R. (1/25/60)
0814 - Sold to Electric Boat Division of General Dynamics (1/23/59)
0815 - Sold to GE (1961) and rebuilt in North Bergen, NJ for Trinidad Government
0816 - Retired c1957, Sold c1959 to Becker Sand & Gravel
0817 - Retired and scrapped by Penn Central 11/69 in Boston
0818 - Sold to GE (1961) and rebuilt in North Bergen, NJ for Trinidad Government

Painting Records 1955
Consult photos for other schemes worn by a given locomotive.
0800 - 401 Green (2-15-54)
0801 - Pullman Green and Warm Orange (6-30-53)
0802 - Pullman Green and Warm Orange (8-10-53)
0807 - Pullman Green and Warm Orange (12-4-52)
0809 - Hunter Green and Warm Orange (7-26-49)
0810 - Pullman Green and Warm Orange (7-2-53)
0811 - Pullman Green and Warm Orange (4-28-52)
0812 - Pullman Green and Warm Orange (6-16-50)
0813 - Pullman Green and Warm Orange (1-19-51)
0814 - Pullman Green and Warm Orange (8-28-52)
0815 - Pullman Green and Warm Orange (11-28-52)
0816 - Pullman Green and Warm Orange (5-1-53)
0817 - 401 Green (11-25-53)
0818 - 401 Green (11-1-54)

DEY-4 (44-Tonner) Part I: Prototype

Sparked by a discussion on the NHRHTA Forum regarding New Haven's 44-tonners, here's some more information.

Henry Statkowski sent me a scan of a builder's plate for locomotive #0812:

You can see the builder's plate on the frame, centered under the cab in this photo of #0807.

Photo taken by Ed Ozog at Charles Street Engine Yard, Providence, May 20, 1956.

I might look into either 3D printing or photo-etching the builders plates. The Build Number and Date are listed on each one, but fortunately this information is available.

The New Haven rostered 4 variations of the GE 44-tonner. Note that the locomotive phases described here are from railroad historians, and not official designations of the builder, although they roughly correspond to different builder's drawings. To the best of my knowledge, the 44-tonner phases were designated by Don Dover in issue #51 (March/April 1975) of Extra 2200 South. He differentiates 5 phases with 10 sub-phases based on appearance. While the phases are mostly chronological, there are some overlaps. For example, the 9 Phase Ib locomotives were built during a period that overlaps the Phase Ia and the Phase Ic locomotives. Phase IIb locomotives were built at the same time as the Phase IIa locomotives.

There is an enormous amount of information on these locomotives in this and the following issue, including a full roster of all 44-tonners built.*

Phase 1b

GE Drawing #PP4747841, 9 built 2/41 - 1/42

#0800: Build #12946 1/16/41

(14th 44-tonner built by GE)

This is the Custom Brass model, a prototype photo of #0800 is in New Haven Power. The main difference between this and the following Phase 1c is the steps. Phase 1b has a single set of steps each side, centered on the walkway in front of the cab door. All later phases has a set of steps on each corner of the frame. The New Haven later reconfigured the frame steps on #0800 as Phase Ic.

As with all of the DEY-4 locomotives except the final two, #0800 was delivered in Pullman Green with Imitation Gold simply spelling out New Haven on the cab, with the road number underneath. Apparently this was never repainted, and was sold to the Youghiogheny & Ohio Coal Co. in Bridgeport on March 19, 1956, and then sold to a Stratford dealer in July, 1971, still in its original scheme and lettered as New Haven #0800.

DEY-4 0802 in New Britain 1949. Photo by Jim Karl.

Phase Ic

GE Drawing #PP4749880, 50 built 7/41-10/42

#0801: Build #13097 9/3/41

#0802: Build #13101 9/12/41

#0803: Build #15025 11/19/41

#0804: Build #15026 11/14/41

#0805: Build #15027 11/26/41

#0806: Build #13100 12/2/41

Note the three small vents on each door on the hood and large radiator shutters at the end of each side. In addition to the door on the nose, there are also sand fill hatches. All of the doors open toward the ends, and there are large generator vents next to the cab. The top of the hood does not have a hatch. Although not visible, the single-chime Wabco A2 horn is centered (from left to right) in front of the stack. The door on the nose is open (or removed?) in this photo.

Phase III

GE Drawing #PP6741126, 34 built 11/43-6/45

#0807: Build #18184 2/9/45

#0808: Build #18185 2/9/45

#0809: Build #18186 2/17/45

#0810: Build #18187 3/1/45

#0811: Build #18188 3/1/45

#0812: Build #18190 3/10/45

#0813: Build #18191 3/10/45

#0814: Build #18192 3/21/45

#0815: Build #27793 3/21/45

#0816: Build #27794 6/4/45

Note the louvered intake on the nose instead of a door. The vents on top of the hood have hinged covers. The radiator shutters have been moved to the nose, and the sand fill hatches relocated to the side at the end. The hood doors are installed in pairs opening in opposite directions. There are small intake vents on the side of the hood above the door closest to the end, and the generator vents are much smaller and between sets of the hood doors. The horn is next to the stack, on the fireman's side.

Phase IVa

GE Drawing #PP6741178, 106 built 3/45-1/49

#0817: Build #29080  12/4/47

#0818: Build #29081  12/4/47

Instead of the vents on top of the hood being protected by doors, the vents had tilting louvres that were controlled from inside the cab. The engine intake vents above the first door are longer, but not as tall as Phase III. Otherwise this is visually identical to the Phase III locomotives.

These two were delivered with Hunter Green cabs and Warm Orange hoods (as shown on the photo of the Phase III #0813 above.)

*The information in the original article was compiled by Allen Copeland and Dan Dover, with help from Ken Ardinger, Ray Corley, John Baskin Harper, Tom Lawson, Tom Nelligan, Joe Strapac, Bill Volkmer, and Raymond L Waye. 

Houston...we have a problem.

OK, after a little modification I've measured the Berlin branch at a 3.9ish % grade, and the part that ties into the helix will be about a 3.5ish % grade. With the curves it's enough to make it difficult for the locomotives to get a train up the grades.

I tested the Athearn RS-3s. First of all, I didn't particularly like the sound of the motor. I tried two of them and they sound the same. So I'll have to see if one of my modeling buddies can help with optimizing and maintaining them. They had trouble with 5 cars.
An Atlas RS-1 could pull 9 cars, but struggled up a portion of it (obviously the grade isn't even, so I've got to work on that as well. That might help). The Holyoke freights will come up through this section of the layout, so the RS-3 will need to be able to get up that portion.

But the biggest problem is that the most frequent locomotive to use this trackage will be the 44-tonner. And the best it could manage was 2 cars. In fact, when I had 5 cars on it and helped it get partially up, the weight of the cars was enough that they pulled it back down the hill.

So, what are my options? I could forego bringing the Holyoke freights up through this track. Operationally it wouldn't really matter if they came 'from Hartford.' If I did that, I could raise the Berlin branch and and simply take that off the back of the Hartford branch. Again, it wouldn't really impact operation much. Then the Berlin branch would simply be a track that runs off the edge of the layout. Overall it would be workable, although not really what I'd like to do.

The Holyoke freights would be OK double-headed. And that's prototypical, at least some of the time. The Berlin branch is actually a 2% grade on the prototype, and they even double-headed steam because of that. I don't have enough RS-3s right now to double-head all of the Holyoke freights, but it's doable and my preferred option for that.

Running two cars at a time up the Berlin branch with a 44-tonner may not be too far fetched either. In the Alco operator's manual for S-1/2, RS-1s for a 660 hp locomotive on a 2% grade can haul approx 326 tons at 10 mph and 667 tons at 5 mph for a 99-ton locomotive. The 44-tonner is an 89-ton locomotive with 380 hp.
Math was never my strong suit, but 326 tons divided by 40 ton cars yields 8 cars. Although I'm sure that it's not a linear equation, I'm coming up with a little less than 5 cars for the 44-tonner. Since everything is selectively compressed (including train lengths), 2-3 cars isn't horrendous. But I'd prefer 4-5.

Another possibility would be traction tires, at least on the 44-tonners. I've never used them, and I dont know if I can put them on only one side. If so I could use one tire on the side of the locomotive that's always facing away from the viewer.
Another issue with all of this is that there is a similar track on the other side of the layout. But that's the mainline entering the helix which could be a much bigger problem. It's a longer track, so I'm hoping to avoid these issues over there.

So it's time for a bit more experimentation...