Monday, October 15, 2018

Modeling Monday: Building Castles & Carmers

"If you have built castles in the air, your work need not be lost;
that is where they should be. Now put the foundations under them." 
-Henry David Thoreau

Thoreau obviously wasn't a model railroader.

As you may have guessed from last week's Wordless Wednesday, I've been making some significant progress on the Rt. 15 overpass (with a LOT of help from the parts Dave sent me). Actual modeling is one of the reasons my posts have been a bit infrequent lately. For the other reason, well, check out the bottom of this post. Things have been a bit busy 'round here lately.

So, what does this all have to do with our ol' friend Thoreau? Well, stay with me here...

Now that the overpass is nearing completion, I figured it was high time to set it in place on the layout to make doubly sure everything would fit as expected. You know, before I built any MORE of it (not that anybody's ever made that mistake before...but I digress). Well, good thing I did. Turned out, despite my best measurements, everything was a bit longer than I expected. But no worries, "all I have to do is" swing the whole thing a bit toward the aisle and it fits.

Lookin' good!

But now that I'm actually placing the almost-completed overpass here, I've noticed a problem . . .

Oops! Massive sinkhole on the left
The West (left) abutment has precious little - which is to say, "almost nothing" - to rest on. Though made of concrete, an abutment isn't exactly a castle. But it still needs a foundation....

That's better
So I got to do some more of what I (apparently) enjoy most, and what - these days - I seldom get to do: Benchwork.

The photo above shows the new foundation/support, er, plywood - and the photo at the top of this post shows the foundation, under my castle abutment (which used to be) in the air.

Apparently, I've been bitten by the modeling bug lately cuz I even got back to my B&O P-11 flatcar project(!) I started this project back last September 22 (that's September of last year...). When last we saw it, I had just finished decaling/lettering it. And, between work and family stuff, that's where it's been for the last 9 months(!!).

Well, it was high time I got back to it. All I had left to do was the brake wheel and the uncoupling lift levers. Those levers had me stumped - until I saw this photo of the PRR car on which this car is based:
Carmer Cut Lever
 And Randy brought me some HO scale versions of such couplers:

HO version - by Yarmouth Model Works

Unfortunately, these things are tiny . . .

First part, which I had to bend per the prototype diagram
And, they're in two pieces that need to be bent & assembled. Ugh! Well, fortunately, the Modeling Bug persists, so I'll press on - but the details will be in the next post.
* * *
So much for the first reason why posts have been a bit lax lately. The other reason is that the Missus and I have been working toward a Leukemia & Lymphoma Society fundraiser which we're participating in this Thursday in support of her dad.

Long-time readers know that 2018 hasn't been kind to our dads. My dad had a heart attack and a quadruple bypass in early February, and about the same time Deb's dad found out cancer had come back - for the third time. Fortunately, my dad's doing great. Deb's dad - Rich - a bit less so. He was in the hospital for 3 months for treatment and then came home. Now he's going through 3 more rounds. He's hanging in there, but we're trying to do what we can for him.

Thus, the fundraiser to support research for the types of cancer he has. If you're interested in learning more about our effort click here and here. And if you're able to support the L&LS Light the Night cancer walk we're doing, thank you SO much!

Sunday, October 7, 2018

Last Saybrook Special of 2018 (really, this time...)

I thought the Saybrook Specials would be ending with Labor Day Weekend (I even posted to that effect) - but, thankfully, I was wrong.

So, realizing my mistake, I got myself down to the crossing this morning and caught both the back-up/caboose first/southbound move, as well as the more dramatic northbound move. I even used a tripod this time(!)


Tuesday, October 2, 2018

Tuesday Tour: "OP"toberfest 2018

Really cool welcome sign outside Kevin Surman's house
"OP"toberfest is an amazing 2-day event put on each year by Doug Dederick and his team. Its name is a clue to what it's all about - 2 days chock full of serious operations on privately-owned model railroads in the Albany, NY region. Despite its name, though, it didn't happen in October (not this year, anyway).

This was my first year attending and I can't say enough how impressed I was with the organization and execution of the event. From the "swag bags" left at each layout for the operators, to the graciousness of the layout hosts, to the dinner Saturday night, every part of the program was outstanding. I'm definitely going to make this a new annual tradition!

There are three operating slots over the course of the weekend - Friday night, Saturday morning, and Saturday afternoon and, with all the details of the event so well taken care of, my biggest challenge was to try and choose just three of the layouts to operate! For this first time though, my traveling companion Pete Luchini and I decided on Kevin Surman's New York & Long Branch, Jack Cutler's PRR Juniata Secondary, and Kip Grant's D&H Sonnyvale Branch.

Each visit could be a huge post in its own right - and the number of pictures is proof: I took almost 200 of them on just those three layouts (and, no, I didn't let my railfanning distract me from my operating...for the most part). But here's a little bit on each one to give you a sense of the incredible work these guys have done.
Kevin Surman's New York & Long Branch is a double-decked layout that runs from Newark, to Bay Head, NJ and features a mostly-double-tracked & fully signaled mainline with a variety of traffic from both the PRR and the CNJ.

I was able to run a passenger train and a couple of local freights during my visit and really enjoyed the combination of signaling and switchlists. At first, the switching seemed overwhelming, but Kevin helpfully hinted that I should focus on doing the cars in the order they were on the list. Duh! I would certainly have overthought things without this tip and really messed things up. Switching as he suggested made the session much less stressful than it might have been!

Kevin's urban scenery provides a great start to the layout (it's the first thing you notice when you walk in) and a great contrast to the landscape you see on the way to Bay Head.

More of Newark - including overhead catenary(!)

Scene along the way - I think this is Cliffwood. I really like how effective the photo backdrop is here.

The mud flats at Matawan, NJ. The pilings are the last remnant of a trestle here that burned.

Rolling lift bridge over Cheesequake Creek.
The New York & Long Branch was featured in the November, 2013 issue of Model Railroader. and contains a much-more-detailed description - as well as much better photos. As I reviewed all the pics I took, I realized that most of them were just for reference (especially of the backdrops). There's a lot on his layout that I want to try and emulate, especially with regard to the scenery. Note though that the MR article doesn't show how the "Atlantic Highlands" area of the layout has been extended to get the railroad all the way to the yard at Bay Head.

Kevin and his layout provided a really wonderful environment and start to my first "OP"toberfest weekend. The fact that over 3 hours flew by, due to my total immersion in the world he's created & replicated, is testament to how well he's executed his vision.
As wonderfully scenicked as Kevin's layout was, Jack Cutler's Juniata Secondary was the polar opposite - not much scenery at all. He's "going to get to it" but, frankly, if he never does I don't know that anybody will notice.

Jack's layout is a depiction of a PRR secondary line pressed into mainline service on the day after D-Day. In his version of history, the famed Horseshoe Curve has been sabotaged and the Juniata Secondary is shouldering the brunt of moving critical traffic for the war effort. As you can imagine, the PRR during this era is stretched to the limit - and now, all of its traffic is being funneled over a single-tracked line with a number of passing tracks almost inadequate to the task.

Much of the line is signaled/CTC, but enough of it is still "dark" territory to keep things interesting - as if literally tons of traffic squeezed onto single track main isn't interesting enough. Just as you'd expect on the prototype, there's a fair amount of waiting for signals to clear, but that just gives you more time to fully appreciate what Jack has created in his basement.

The beginning of "dark" territory is just east (right) of Marcia Park on the lower level (right) and a very impressively-built helix is on the left.

Beginning of CTC territory is just beyond the swing gate, at the west end of Lukestown. Some structures - some built, some mockups - along with  printouts provide a little hint of the world to come.

Even though there's no scenery here, you can easily imagine the multiple tracks going into a sheer rock cliff somewhere in the Allegheny mountains of Pennsylvania. This photo also give you just a hint of how well Jack has built his benchwork and track. 3/4" 5-ply plywood provides a very firm foundation for trackwork which is among the best I've seen.

While there isn't much scenery per se, what structures there are on the layout are done to the same high level of craftsmanship evident in the benchwork, wiring, and track.

The nerve center of the Juniata Secondary is the CTC panel. Even though it runs on software, it still requires miles of wiring to get to all the signals around the layout.

Overview of Mattsburgh Yard (lower level, left) and, I think, Johnsboro (upper level, right)

A clue into how Jack is developing his layout. Really impressive.
From the tacked-up 3rd PlanIt renderings, to the cabinet-like benchwork and arrow-straight track, to the over 20(!) pages worth of material emailed to operators before the session, it's evident that Jack Cutler isn't doing anything by halves here. Sure, there's not much in the way of scenery or structures, but as I said at the outset, you really don't notice. You're focused exclusively on getting your train of war materiel over the road as quickly and safely as possible - and for that, Jack has already provided all you need.
After a quick lunch provided by Mrs. Cutler ("quick" only because Pete and I needed to get to the next session - and, frankly, MUCH appreciated since we probably would have had to skip lunch if the Cutlers hadn't been so gracious), we high-tailed it back up north to get to Kip Grant's Sonnyvale Branch of the Delaware & Hudson RR.

Kip's layout - like Kevin's - provided a stark contrast to the busy PRR we'd operated in the morning and was the perfect respite for a early-Autumn Saturday afternoon. Of course, I may be a bit biased since, of all the layouts we operated, Kip's creation is the closest to what I'm trying to do with the Valley Line.

The Sonnyvale Branch is based on the real Lake George Branch of the D&H, with just enough variation and variety to provide a bit more operation than the prototype. It wends its way from the D&H mainline at "Junction" and works its way through bucolic farmland at Sheldon's Curve and the town of Jasperdale before terminating at Sonnyvale. Just outside of Sonnyvale, a short branch takes off from Fenimore Jct. to serve the industrial area of Fenimore.

The small interchange yard at Junction, with the D&H mainline in the background. I'll probably say it a bunch of times, but I really like the backdrop effect here. It uses the old Dave Frary method and looks pretty good in person, but even better in photos. After switching some of the cars in the yard into a train (cars chosen based on switchlist), the local freight to Sonnyvale can depart.
As the local leaves the yard, it passes Hudson Paper Box & Holly Hill Creamery

Trackside view of the industries outside of Junction

The farm at Sheldon's Curve is by far one of my favorite scenes on the railroad. I probably took more pictures of this area than anything else - there's just so much to see! I really need to find out how Kip did his roadway (heh - and everything else in this scene) since it looks so authentic - and I have a LOT of roads to do on my layout...

Pulling back a bit, we see the creek next to the farm and the ROW going over the bridge.

Our local going by the farm at Sheldon's Curve. As with all the photos, be sure to click on them for a larger view. Your eyes - and imagination - will thank you!

On the way to Sonnyvale, we have some work to do at Jasperdale. What a well-executed, rural, wayside scene! There's SO much here that I want to try and emulate on the Valley Line.

Sonnyvale, looking back down the branch toward Junction. The Fenimore branch heads downgrade in the foreground.

Closer view of Sonnyvale station, with the Fenimore branch in the foreground. Really effective use of structures to convey a medium to large town.

Overview of the industrial complex at Fenimore.

And just cuz I couldn't resist - another view of the farm at Sheldon's Curve.
Kip has really nailed the look and feel of upstate New York. His use of color and texture - not to mention the myriad details, including pumpkins, gardens, linepoles w/wires(!) - is really effective at conveying a sense of time as well as place. Everything works together to put you back in the early 1960s, when the local freight was still a big part of the fabric of every day life. Consequently, the Sonnyvale Branch gives you a great trip back in time and is just a really fun, laid-back place to visit.

If you want to learn - and see - more of this great layout, you're in luck. The Sonnyvale Branch was featured in Great Model Railroads, 2011 as well as the April, 2013 issue of Model Railroader. You'll definitely want to check them out.
Typically, the Saturday afternoon ops session is the penultimate event of the "OP"toberfest weekend with only the dinner that night left to cap things off. Well, as a bonus, it turned out during dinner I was seated next to a fella I didn't know & asked him what layouts he'd operated over the past couple days. "My own," he replied. Well, turns out I was sitting next to John McBride who owns and operates the Crown Point Iron Co. railroad - in F scale(!)

His layout was the first on the list of layouts we could pick to operate on and, frankly, I made a big mistake passing it over - thinking it would be a hodge-podge of LGB equipment (not that there's anything wrong with that) and not really good for "serious" operations.

I couldn't have been more wrong. How about a working hump yard?!

(My apologies - it plays fine in Media Player, but not on YouTube.
And it looks like YT no longer allows you to rotate videos withing YT.)

John's layout is loosely based on a real ore-hauling railroad in upstate New York. There's little left of that line, having closed down in 1893. But in John's version of history, instead of closing down, the railroad adapted - and thrived - going into the new century, entering interchange agreements with surrounding railroads and expanding its industrial base. His CPICo RR is the impressive result. Yup - this is a fully-operational & operations-oriented G SCALE layout in a basement!

Yard at Crown Point, with the hump in the far background.

Crown Point engine terminal

Scene along the line at Sherman Corners, looking back toward Crown Point.

Same scene as above, looking toward Woodhull Mountain.

John scratchbuilt all of his structures - and almost all of them have full interiors as well!

Bennett Wood & Chemicals at Ironville, looking toward Hammondville.

Same scene, looking back toward Crown Point
Since the mainline punches through one of the risers on the basement stairs, you literally walk down into the layout which occupies the entire basement - on two levels! As I mentioned in one of the captions above, most of the structures have full interiors and some of them even have animation. Unfortunately, as you might have surmised from my hump yard video, I have a LOT to learn about videography. You'll just have to visit the CPICo RR in person to see it for yourself. Thankfully, John is a gracious and generous host and welcomes visitors.

Don't make the mistake I did - if you have a chance to operate this layout, DO IT! Pete and I decided right then and there that it'll be at the top of our list next year.
Even though this post is much longer than usual, it still doesn't fully capture how great a weekend this was. But hopefully it gives you a little taste of what these very talented artists have created for us to enjoy. I, for one, cannot wait to get back to the basement myself and channel some of this inspiration into progress on my own layout. I may never achieve the level of success Kevin, Jack, Kip, and John have, but if I follow their example even a little bit, I know I'll be a lot closer to creating a slice of railroad I can be proud of.

Thanks again to our hosts, and another special thanks to Doug Dederick for putting on such a wonderful event. I'm already looking forward to next year!

Monday, October 1, 2018

Modeling Monday: MRH Magazine & Messer Motivation

Wow! What a weekend! I attended my first "OP"toberfest, operating some amazing layouts Friday night through Saturday afternoon, and even got an impromptu tour of another layout on Sunday. Also, Friday night Kaylee Zheng let me know that the Model Railroad Hobbyist YouTube channel featured a video I did on resin casting. Then, to top it all off, this happened...

The October issue of MRH posted which includes an article I did on First Time Resin Casting. Click the image above (or here) to get to the issue - the article starts on page 190. I hope you enjoy it and can take a minute to rate it (and even leave a comment). The feedback really helps - thanks!

Finally, as if the weekend's events weren't motivation enough to get me doing some modeling, I received some parts for the Route 15 overpass in the mail from Dave Messer . . .

The timing couldn't have been better since the resin casting article shows how I cast the girders for this bridge - and now I have the abutments! Since I was eager to see how they'd look, I decided to try and mock everything up . . .

I still have a bit of finishing work to do, and of course I have to assemble everything and install it on the layout, but it's REALLY starting to come together!

Between Dave's help, seeing some of my efforts in "print" (and video!), and the inspirational layouts I saw over the past few days(detailed report coming soon), it's been a very motivational weekend and I can't wait to get back to some modeling!

Friday, September 28, 2018

Fun Stuff Friday: On the New Haven Railroad - 77 Years Ago Today . . .

(Ok - so this post has nothing to do with the Valley Line, and I post it on this day every year, but I include it because it gives me a chance to combine my two primary passions: the New Haven Railroad & bicycling.  It's also an absolutely wonderful window into the past - a veritable time machine, a trip down Memory Lane despite the fact that you're viewing it on a computer or tablet. So, turn back the pages of history and get a little glimpse of what life was like in New England on the New Haven Railroad on the eve of World War II, exactly 77 years ago today . . .click to cue the music) 

September 28, 1941 was a Sunday. An early autumn day in Southern New England, clear and mild.

World War II had been raging in Europe for exactly two years this month.  The German army had advanced into the Soviet Union over the summer and was riding high on the success of having already conquered most of Western Europe.  France had just been split into German-occupied and Vichy zones the previous month.

It wasn't learned until much later that at some point in the days leading up to September 28, 1941, there was an important meeting concerning Nazi Germany's capacity to develop nuclear weapons.  We thought the atomic age didn't start until four years later.

We didn't yet have to "Remember Pearl Harbor."

On this particular Sunday, the Japanese were celebrating the 10 year anniversary of occupying China's northeast territory of Manchuria.  At some point during that same day, perhaps as some sign of heaven's outrage at such an audacious celebration, the sun was blacked out during a total eclipse visible in most of China - from just northeast of the Black Sea to the Pacific ocean.

Just three weeks earlier, the Japanese government assured President Roosevelt that it had "no imperialist designs on any foreign nation."

Britain had survived the Blitz, which ended the previous May - the same month Glenn Miller first recorded "Chattanooga Choo Choo" which was featured in a hit movie starring Sonja Henie.  "Blue Champagne" by the Jimmy Dorsey Orchestra was the #1 song on September 28, but the Henie movie, "Sun Valley Serenade," was released to theaters exactly a month earlier.  By then "Chattanooga Choo Choo" was already a top ten on the Hit Parade, well on its way to becoming the first gold record ever the following February.  It was the nation's #1 hit by that December.

Bobby soxers fed the voracious appetite of juke boxes across the country one nickle at a time and made Frank Sinatra the top male vocalist that year.

Families had probably gone to church that Sunday morning in Connecticut, though some navy yard workers may have slept in having worked so hard to launch the Gato Class submarine USS Greenling (SS-213) at the Electric Boat Co., in Groton the previous day.  Some were still marking the 3 year anniversary of the Great New England Hurricane that devastated the Connecticut coast and rendered Hollywood screen siren Katherine Hepburn temporarily homeless, having to rebuild her family's home in Old Saybrook.

But there was no sign of bad weather this September 28 and at least a few folks took advantage of the beautiful Sunday afternoon to go for a bike ride and have a picnic - all courtesy of the New Haven Railroad.

There aren't many left that remember the "Hobby Trains" run by the New York, New Haven & Hartford Railroad (aka the "New Haven") during the late 1930s and early 1940s.  In an effort to boost ridership, the New Haven took advantage of the fact that their railroad connected the Great Metropolis of New York with New England.  There were camp trains in the summer and ski trains in the winter.  Photography specials in the spring and all year 'round.  But what better time for a Bike Train than Autumn and what better place than the Berkshire Hills?

Thanks to a recent discovery of raw film footage by the NHRHTA, we can go back to that Sunday seven decades ago and enjoy the sights of a pre-war bike ride.  You'll have to pedal your single-speed cruiser over a bunch of rollers before you get to eat.  Don't worry if you have to walk up some of those hills - and ladies, be sure to mind your skirts that they don't get caught in the spokes.  There are no "rest stops" as we think of on 21st century rides - bits of orange and Powerbars - but an entire spread complete with potato salad, Boston baked beans, chicken and watermelon awaits us.

So give your Schwinn, Columbia or Raleigh to the porter to put in the baggage car, give the conductor your ticket, and enjoy the trip.  The train is about to arrive at the station . . .

Thursday, September 27, 2018

Throwback Thursday: September, 1948

It was 70 years ago this month - the Friday of Labor Day Weekend, I'm told - when an 8 year old little boy went down to the Old Saybrook station platform to watch trains. The sun was going down - it'd be totally set within a few minutes - and in the gathering dusk a dull roar like thunder could be heard . . .

Looking eastward down the tracks, toward the gathering darkness, the sound seemed to get closer and he could just start to make out what looked like a plume of smoke - or maybe it was two? That didn't make sense. Almost all of the trains on the Shore Line were dieselized now, but, as loud as a pair of back-to-back DL-109s are, they sure didn't sound like this . . .

But it was the glimmer on the rails, lighting up the curve in the far distance, that was the first giveaway that a train was for-sure coming. Of course, the little boy knew a train was due. He'd been into trains for as long as he could remember and he knew how to read a timetable.

He knew that the approaching train had just crossed the Connecticut River and was accelerating hard off the bridge. It sure sounded like it - and the distinctive bark meant this train had to have a steam locomotive on the point. And with it being a little past 7, that meant it had to be The Merchant's Limited.

But was it early? The Merchants wasn't due through Saybrook until 7:17 . . . but just then, the train came blasting around the distant curve - exhaust roaring and headlight blazing! Before he could fully comprehend it all, The Advance Merchants Limited flew by at 65 miles an hour behind not one, but TWO! I-4 Pacifics with 23 heavyweight parlor cars on their tail.

In the rush of the passing train, little John Pryke could just make out the glow of two fireboxes and just as quickly as it had come, it was gone again with the tail sign receding quickly toward the sunset.

As the dust settled and the thunder of the Merchants' passing began to fade, the impression of the sight seared itself into the little boy's memory, and sparked a passion for the New Haven Railroad that would last the rest of his life and spur him into recreating this memory in miniature, someday.

* * * * * * * *

I meant to write this closer to - if not on - the actual anniversary of this event, which is all - mostly - verified as true. John often mentioned visiting his grandparents in Old Saybrook and going with them down to the station to watch the trains go by. And he remembers seeing the double-headed, steam-powered Advance Merchant's Limited the Friday evening of Labor Day Weekend, 1948. It was that event that he always pointed to as the inspiration for getting into model railroading and trying to recreate the New Haven in HO scale.

In fact, all of his layouts - all featured at one time or another in books or the pages of Model Railroader - were firmly set in space and time: Southern New England's New Haven Railroad was the space, and the time could only ever be "September, 1948."

Now, almost five years after his passing, I'm closer than ever to being able to recreate this memory in miniature. I have the Old Saybrook station scene as a highlight on my layout and, while I don't mind varying my chosen era within the narrow confines of "1947-1949," for all intents and purposes I'm modeling the Autumn of 1948.

I think - and hope - John would be proud the effort. And I know he'd get a kick out of seeing a little HO scale version of his 8 year old self on the Saybrook station platform, waiting for another train to go by . . .

Wednesday, September 26, 2018

Tuesday, September 25, 2018

Unfinished Business

(This past week, I heard of the passing of another fellow model railroader - Stewart Sterling. At only 54 years old, he was way, way too young. While I didn't know him personally, his constant presence on the A Modeler's Life podcast, whether in person or by reference, will be sorely missed. Thankfully, he'll continue to be present in our memories of him. I wrote the post below a couple of years ago, after the passing of another friend, but it's still a good reminder to live each day to its fullest.)

Bear with me - this post is intended to be motivational, not morbid. But it's no surprise that the older we get the more we hear of contemporaries passing. In the model railroad community, these hopefully-not-too-frequent announcements take on a unique poignancy - we wonder whether he (or she) accomplished everything they wanted with their layout, whether they built all the kits they had, or read all their books.

Unfortunately, the answer is usually "no" - there never seems to be enough time to do all we want to do and model railroaders tend to have especially long "to do" lists. Whether it's our "dream pike" plans or our ever-growing stash of kits that "I'll get around to, someday," our reach all too often exceeds our grasp. We eventually run out of time just like everybody else and leave our share of unfinished projects behind.

The Missus - wise woman that she is - told me a story once of how sad it is to hear of folks saving stuff "for special occasions" and somehow not finding occasions "special" enough to use the "good" stuff. Or waiting until "someday" to do something they've looked forward to. She'd say "wear the special dress, use the good dishes, bring out the fancy linens, take the trip. Why not have those experiences and enjoy those things as long as you can while you can?"

Why indeed.

The model railroader's equivalent isn't far off. Don't save the kits for when you think you have enough skills. The irony is that you won't get the skills until you start building. Don't wait to do a layout until you have the dream space or your dream plan - start small, but at least get started.

I did a post on this blog a couple years ago titled "Too Much" which described some of the anxiety I was feeling at the time for having taken on the Valley Line project. I, too, have been guilty of too much planning and buying and not enough doing and building. But as I hear of yet another model railroad estate sale, and confront all the structure and freight car kits I have on my shelves - not to mention the many unfinished projects in varying states of progress - I've made my mind up about something:

"Someday" is NOW.

NOW is the time to finish that Micro Engineering bridge kit for East Berlin that I started a couple years ago. It only needs a little more work...

NOW is the time to finally get past the roadblock with my tender modification for J-1 #3022. Once that's done, the Air Line Local will finally have accurate steam power...

NOW is the time to get going again on the Old Saybrook Tower kit I opened last July and quit obsessing over the proper paint scheme (I'm color blind anyway)...

And, yes, NOW is the time to (at least start to) get over my scenery phobia, despite said color-blindness...

Why not just finish these projects and develop these skills? What am I waiting for?

Now that NERPM 2016 and my layout open house is in the rear-view, it's time to get back to the modeling that has taken a back seat during the past 18 months of construction. I got a nice kick-start last Saturday when I attended my first-ever hands-on clinic - modifying an Accurail boxcar kit to a 1 1/2 door boxcar. Admittedly, I didn't finish it, yet, but I did start. And I got beyond my usual analysis paralysis and accomplished much more in a shorter period of time than I ever had before.

So I'm going to keep up that motivation momentum as long as possible, rejecting "someday" and embracing "today." There's not much left to do to finish that boxcar, so I'll finish it. If I hit a snag in the process, I'll either address it and move on (I ordered the necessary decals last night) or I'll set it aside for the moment and dive headlong into something else (maybe that ME bridge). The point is - continue moving forward.

Don't wait for "someday" to accomplish what your imagination inspires you to do. Progress breeds even more progress and skills only develop as you do as much (or at least as often) as you dream.

(originally posted 6/9/2016)

Sunday, September 23, 2018

Weekend "WE"search: Notes on the New Haven Railroad's DEY-3 & DEY-5 Switchers

New Haven class DEY-3 switcher #0967 with Valley Local freight at Fernwood Street, Wethersfield, CT in 5/1949.
John Wallace photo.
If you've read this blog for any time at all - and especially if you've perused the Valley Local website (be sure head over there if you haven't before) - you know that I really enjoy the historical research aspect of this hobby. And it's even better when you get to collaborate with a buddy. So, with the release of ESU's sound for the non-turbo Alco 539 prime mover, (and the resulting move up the modeling priority list for our Alco S-1s) Randy and I decided to do a little "we"search into the New Haven's Alco S-1 & S-2 switchers, which they designated class DEY-3 and DEY-5, respectively.

The first resource for all New Haven railroad locomotives is Jack Swanberg's seminal work New Haven Power, which provides encyclopedic coverage of all NHRR motive power throughout the history of the railroad. You'll also want to be sure and consult the series of books produced by Bob Liljestrand (Bob's Photos) that have covered NH engines. Volume 1 covers the switchers and road switchers, including the DEY units. While we reviewed these prototype resources, and more, during the course of our research, Marc Frattasio and Bill Chapin have aggregated all of this information and provided the definitive prototype resource for the DEY-3 and DEY-5 switchers in the Volume 35, Issue 1 edition of the NHRHTA's Shoreliner magazine.

Since we'll be modeling both types of engines for our layouts (as you can see above, the Valley Local needs DEY-3 #0967, and I also need a DEY-5 for the lower end local), I figured a quick reference of prototype information would be helpful. And if you have any interest in these engines, I hope you find these notes helpful too. But for the most comprehensive information, including lots of photos, be sure to consult the Shoreliner article and the books mentioned above.
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General Information

The New Haven's DEY-3 and DEY-5 class switchers differed visually from standard Alco S-1s and S-2s in two primary respects:

  • Cab Roof Profile

The New Haven cab is a low-profile version, to provide additional clearance when used in the electrified zone. The compound curves resulted in an overall roof height that was approx. 6" lower than the standard cab.
 Image from the Shoreliner article.

  • Crosley 3-Chime Air Whistle

Instead of a standard air horn, the New Haven used brass (or bronze?) 3-chime air whistles.
Image from the Shoreliner article.
Classification System & Number Series
  • "DEY" classification system started 1944
  • Class DEY-3 (Alco S-1), number series 0931-0995
  • Class DEY-5 (Alco S-2), number series 0600-0621
Prime Mover
  • DEY-3
    • Same primer mover as HH660 - 660hp McIntosh & Seymour Model 531
    • Model 531 was designated 539 when in the S-1
  • DEY-5
    • Turbocharged Model 539, designated 539T, produced 1000 hp
    • Same prime mover in Alco RS-1 (DERS-1b) and DL-109 (DER-1)
    • Turbo produced a distinctive high pitched "chirp"
  • Neither prime mover equipped with automatic air reservoir blowdowns, so no "spitter" sound
Delivery Dates
  • DEY-3 (1941-1949), 65 units
    • 1941 0931-0940
    • 1942 0941-0950
    • 1943 0951-0957
    • 1944 0958-0970
    • 1947 (Nov/Dec) 0971-0976 (green/orange scheme begins)
    • 1948 (Jan-Mar) 0977-0983
    • 1948 (Sept-Dec) 0984-0992
    • 1949 (Jan) 0993-0995
  • DEY-5 (1943-1944), 22 units
    • 1943 (Dec) 0600-0601
    • 1944 (Jan) 0602-0603
    • 1944 (May-Nov) 0604-0621
DEY-3 Whistle Locations
  • 0931-0950 had whistle mounted even with roof overhang
  • 0951-0973 had whistle mounted about a foot forward of the roof overhang
  • 0977-0995 had whistle mounted about 3.5' forward of the roof overhang
Paint Schemes (late 1940s)
  • 0931-0970 delivered in all Pullman green with Dulux gold (yellow) lettering
  • Hunter Green cab & orange hood started with delivery of 0971 November, 1947.
  • Cab interior likely dark (Pullman?) green in pre-Nov. '47 units; light gray thereafter
Cab Signal Equipment
  • The following units were equipped with Hartford Line cab signal equipment:
    • 0967, 0981, 0605, 0606
  • The following units were equipped with Shore Line signal equipment:
    • 0610-0612
  • The following units were equipped with Dual Cab Signal equipment:
    • 0993, 0995, 0604, 0616, 0620
Radiator Shutters (louvers)
  • First 40 DEY-3s
    • 24 narrow vertical shutters set in a thin frame w/shallow protrusion
    • Horzontal space/cutting across the shutters at mid-height
  • Last 25 DEY-3s
    • 11 wide vertical radiator shutters also with a horizontal spacer
    • Rivet at each of the two quarter points of each louver
    • Larger cross-section frame around the perimeter, resulting in deep protrusion
  • First 9 DEY-5s (0600-0608) had horizontal radiator shutters
  • Last 11 DEY-5s (0609-0621) had vertical shutters.
This is just a list of notes for prototype reference. For a nice narrative, including even more detailed information on later paint schemes, additional detail changes, and final dispositions, be sure to consult Marc and Bill's comprehensive Shoreliner article.

And of course - as always - if you have any additional information to share, please let me know in the comments or contact me directly. One of my main goals with this blog (and especially the website) is to provide a nice repository of information on the New Haven Railroad - but especially the Valley Line and its equipment and operations. Thanks in advance for any info you have to share - and for being a part of the "we" in WEsearch (sorry - couldn't resist one last time...)