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diff --git a/18012-8.txt b/18012-8.txt new file mode 100644 index 0000000..e178c81 --- /dev/null +++ b/18012-8.txt @@ -0,0 +1,773 @@ +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, Vol. LXVIII, Sept. 1910, by E. B. Temple + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 + The New York Tunnel Extension of the Pennsylvania Railroad. + Meadows Division and Harrison Transfer Yard. Paper No. 1153 + +Author: E. B. Temple + +Release Date: March 18, 2006 [EBook #18012] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + + + +AMERICAN SOCIETY OF CIVIL ENGINEERS + +INSTITUTED 1852 + + +TRANSACTIONS + +Paper No. 1153 + + +THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD. + +MEADOWS DIVISION AND HARRISON TRANSFER +YARD.[A] + +BY E. B. TEMPLE, M. AM. SOC. C. E. + + + +The New York Tunnel Extension of the Pennsylvania Railroad diverges from +the New York Division in the Town of Harrison, N. J., and, ascending on +a 0.5% grade, crosses over the tracks of the New York Division and the +main line of the Delaware, Lackawanna and Western Railroad. Thence it +continues, with light undulating grades, across the Hackensack Meadows +to a point just east of the Northern Railroad of New Jersey and the New +York, Susquehanna and Western Railroad, where it descends to the tunnels +under Bergen Hill and the North River. (Plate XVI.) + +[Illustration: PLATE XVI.--Plan and Profile of the Pennsylvania Tunnel & +Terminal R. R., from Harrison, N. J., to the Hudson River] + +That portion of the line lying west of the portals of the Bergen Hill +Tunnels has been divided into two sections: First, the most westerly, +known as the Harrison Transfer Station and Yard (Plate XVII), which is +located on the southern side of the New York Division, Pennsylvania +Railroad, and extends from the connection with the New York Division +tracks at grade up to the point of crossing the same, where the +Pennsylvania Tunnel and Terminal Railroad has its beginning; second, the +Meadows Division of the Pennsylvania Tunnel and Terminal Railroad, which +is a double-track railroad, 5.08 miles long, extending from a point just +west of the bridge over the New York Division to a point 300 ft. west of +the western portals of the Bergen Hill Tunnels. + +_Harrison Transfer Station and Yard._--The necessities for the Harrison +improvements are two-fold: First, as a place to change motive power from +steam to electric, and _vice versa_; second, as a transfer for +passengers from trains destined to the new Station at Seventh Avenue and +33d Street, New York City, to steam or rapid transit trains destined to +the present Jersey City Station, or to the lower part of New York City +_via_ the Hudson and Manhattan Tunnels, and _vice versa_. + +All steam trains from Philadelphia, the South, and the West, from New +Jersey seashore resorts, and local trains on the New York Division bound +for the new Pennsylvania Station, will change their motive power from +steam to electric engines at the Harrison Transfer Station. Likewise, +all trains from the Tunnel Line will change from electric to steam +motive power there, and passengers coming from Jersey City and the +southern section of New York City can take through trains at the +Harrison Transfer platforms. It is estimated that the time required to +make this change of motive power, or to transfer passengers, will not +exceed 3-1/2 min. + +The plan at Harrison provides at present for two platforms, each 1,100 +ft. long and 28 ft. wide, and having ample shelters and waiting rooms, +connected by a 12-ft. tunnel under the tracks, provision being made for +two additional platforms when necessity requires their construction. The +platforms are supported on walls of reinforced concrete, with an +overhang to provide a refuge for employees from passing trains. The +concrete walls are supported on wooden piles, prevented from spreading +by 7/8-in. tie-rods at 10-ft. intervals, and embedded in concrete under +the paving of the platform. As the elevation of the top of the platform +is +21.83, and the top of the piles is +14.54 above mean tide, the piles +will, of course, decay; but, as the embankment has been completed for +some time and is well packed and settled, the concrete being deposited +directly on the embankment, very little trouble from settlement is +anticipated when the piles decay. The surface of the platforms, with the +exception of the edges, is to be of brick, on a concrete base; and, if +settlement occurs, the bricks can be taken up and re-surfaced. The tops +of the platforms are 3 ft. 10 in. above the top of the rail and on a +level with the floors of the cars, so that passengers may enter or leave +trains without using steps, as all cars which will enter the +Pennsylvania Station, New York City, are to be provided with vestibules +having trap-doors in the floor to give access to either high or low +platforms. Details of the platforms are shown on Plates XVIII and XIX. + +As planned at present, there will be four main running tracks, one +adjacent to each side of the two platforms, providing standing room for +four of the longest trains, two in each direction, or double the number +of trains of ordinary length, so that passengers having to transfer from +a train destined to the Pennsylvania Station at 33d Street to a train +destined for the Jersey City Station or the Hudson and Manhattan Tunnels +will merely cross the platform. Between the two interior main tracks are +two shifting tracks, so that between the platforms there will be two +passenger tracks on which trains will stop to change motive power and +transfer passengers, and two shifting tracks for rapid despatching of +the empty engines and motors, each of the four tracks being 15 ft. from +center to center to allow for uncoupling and inspection of cars. + +An efficient system of connections and cross-overs is provided for all +tracks, and there is ample storage capacity for 10 steam engines at the +western end of the platforms and 20 electric motors at the eastern end, +both of which are conveniently located for quick movement, with +provision for additional storage tracks, if required. Steam engines, +upon being disconnected, can be quickly sent to the main engine storage +yard, and by the use of a loop track no turntable is required. The main +engine storage yard is located south of the running tracks adjoining the +bulkhead along the Passaic River, where provision is made for the +storage of 20 engines. There are two 50,000-gal. water tanks, an +ash-pit, inspection-pit, work-pit, sand-hopper, and the necessary +buildings. Water is brought from the city water main in the Meadows +Yard, on the New York Division, about 8,200 ft. eastward from the center +of this yard. + +It was at first planned to locate a power-house and car and engine +repair shops in the yard, but as the ultimate extent of the +electrification of the New York Division cannot now be determined, the +facilities in the large power-house in Long Island City, and in the shop +and round-house in the Meadows Yard of the New York Division, were +increased to provide for the power and repairs necessary for the next +few years. In order to reach the Meadows shops and round-house without +interfering with the present passenger and freight tracks, it was +necessary to build track connections with the Meadows Yard. Twelve +stalls of the existing round-house were extended to accommodate the +motive power; a large transfer table and pit were increased in size, and +an additional ash-pit and engine storage tracks were constructed. + +Any extensive repairs to the electric engines will be made for the +present in the Jamaica Shops, Long Island; and the large shops at +Trenton, on the New York Division, as well as the Meadows Shops, will be +available for repairs to the steam locomotives. There is ample room at +Harrison, and plans have been prepared providing for storage and light +repair of cars, locomotives, electric motors, and rapid transit trains, +if the future demands require such construction at this place. + +The rapid transit line will extend from Park Place, Newark, to Harrison, +and thence over the present line of the Pennsylvania Railroad, which +will be electrified, to a junction with the Hudson and Manhattan +Railroad Company's tunnel tracks at Prior Street, Jersey City. It will +be constructed and owned by the Pennsylvania Railroad Company. A joint +and frequent through service will be conducted by both companies between +Park Place, Newark, and the terminal of the Hudson and Manhattan +Railroad, in New York City, by the use of multiple-unit trains similar +to those now being operated in the Hudson and Manhattan tunnels. These +trains will pick up and discharge Pennsylvania Railroad passengers at +the Harrison Transfer Station, so that all passengers bound for lower +New York City, who desire to use the tunnel service, will make the +change at Harrison instead of at Jersey City as at present. Provision is +made for two additional platforms, each 1,100 ft. long, to accommodate +the rapid transit trains when the present platforms prove inadequate. +The existing passenger tracks between the Harrison Transfer Yard and +Summit Avenue, Jersey City, where a new local passenger station will be +constructed, will be used jointly by steam and electric trains. + +The embankment for the Harrison Yard was made, under contract dated July +21st, 1906, with Henry Steers, Incorporated, of New York City, of cellar +earth from New York City, and with rock and earth excavated from the +Pennsylvania Station and cross-town tunnels. It was necessary to +construct 1,000 ft. of stone and crib bulkhead along the bank of the +Passaic River. The plan of the yard was prepared by a committee of +operating, electrical, and engineering officers, consisting of Mr. F. L. +Sheppard, General Superintendent, New Jersey Division, Pennsylvania +Railroad Company; George Gibbs, M. Am. Soc. C. E., Chief Engineer, +Electric Traction and Terminal Station Construction, Pennsylvania Tunnel +and Terminal Railroad Company; Mr. J. A. McCrea, General Superintendent, +Long Island Railroad Company; Mr. C. S. Krick, Superintendent, +Pennsylvania Tunnel and Terminal Railroad Company; Mr. A. M. Parker, +then Principal Assistant Engineer, New Jersey Division, Pennsylvania +Railroad Company, now Superintendent, Hudson Division; and approved by +Mr. A. C. Shand, Chief Engineer, Pennsylvania Railroad Company, and +Chief Engineer, Meadows Division, Pennsylvania Tunnel and Terminal +Railroad Company. + +[Illustration: PLATE XVII.--Plan of Harrison Yard] + +_Meadows Division, Pennsylvania Tunnel and Terminal Railroad._--The two +main tracks ascending through the Harrison Yard continue on an +embankment to a point 500 ft. west of the west abutment of the bridge +over the New York Division tracks, which is the point of beginning of +the Pennsylvania Tunnel and Terminal Railroad. From this point the line +extends in a general northeasterly direction, crossing the Hackensack +River, skirting the base of Snake Hill, and thence to the approach cut +to Bergen Hill Tunnels. The embankment varies in height from 25 to 30 +ft. above the surface of the meadows. + +In this Division the following bridges were necessary: + + Pennsylvania Railroad, New York Division, Passenger and Newark + Freight Tracks; + + Delaware, Lackawanna and Western Railroad, Morris and Essex + Division; + + Newark and Jersey City Turnpike; + + Public Service Corporation Right of Way; + + Erie Railroad, Newark and Paterson Branch; + + Belleville Road, and Jersey City Water Company's Pipe Line; + + Greenwood Lake Railroad (Erie Railroad), Arlington Branch; + + Hackensack River; + + Greenwood Lake Railroad (Erie Railroad), Reconstructed Line; + + Delaware, Lackawanna and Western Railroad, Boonton Branch; + + Erie Railroad, Passenger Tracks; + + Bridge of 11 spans over proposed yard tracks, Erie Railroad; + + County Road; + + Secaucus Road; + + New York, Susquehanna and Western Railroad; + + Northern Railroad of New Jersey. + +The alignment for this distance consists of 3.57 miles of tangent and +three curves, two of which are 0° 30' each, one of the latter being at +the western end of the Division, and the other adjoining Snake Hill; the +third is a regular curve of 1° 54' on the east-bound track, and a +compound curve with a maximum of 2° on the west-bound track, the +variation being due to the track spacing of 37 ft. from center to center +in the Bergen Hill Tunnels, while on the Meadows Division it is 13 ft. +from center to center. + +The profile was adopted to give 18 ft. of clearance from the under side +of the bridges to the top of the rail of the Erie Railroad branches, 21 +ft. to the top of the rail of its main line, 19 ft. to the top of the +rail of the Delaware, Lackawanna and Western Railroad, and a clearance +of 24 ft. above high water in the Hackensack River. With the exception +of that portion of the line adjoining the Bergen Hill Tunnels, where it +was necessary to continue the 1.3% grade up to the bridge over the +Northern Railroad of New Jersey, and the east-bound ascending grade of +0.5% from the Harrison platforms to the bridge over the New York +Division tracks, the grades do not exceed 0.3 per cent. + +When the construction of the embankment was commenced, it was expected +that there would be considerable trouble by settlement due to the +displacement of the soft material underlying the surface of the meadows +to a depth of from 10 to 15 ft.; but, with the exception of the trouble +the contractors had in maintaining their temporary trestles, the +embankment as completed has settled very little. The section east of the +Hackensack River was made, in great part, of rock excavated from a +borrow-pit in the Town of Secaucus, north of the eastern end of the +Division. The embankment was built under two contracts, one for the work +east of the crossing of the Boonton Branch of the Delaware, Lackawanna +and Western Railroad, under contract dated January 15th, 1907, with +H. S. Kerbaugh, Incorporated, the material being taken from the +borrow-pit in narrow-gauge cars and dumped from a strong pile trestle +along the total length of the section, the same being completed in 19 +months; the other for the embankment west of the Boonton Branch, +Delaware, Lackawanna and Western Railroad, under contract dated April +10th, 1906, with Henry Steers, Incorporated, of New York City, the +material, consisting partly of cellar earth, and partly of rock and +earth excavated from other sections of the Pennsylvania Tunnel and +Terminal Railroad, being brought on scows up the Hackensack and Passaic +Rivers from New York City. The material was handled expeditiously from +the scows by orange-peel buckets operated from the shore, deposited in +standard-gauge dump-cars, and transported by locomotives at one time +used on the elevated railroads in New York City. No excavation whatever +was required on the Meadows Division or in the Harrison Yard. + +[Illustration: PLATE XVIII.--Details of Shelters and Platforms, Harrison +Transfer Station.] + +[Illustration: PLATE XIX.--Details of Shelters and Platforms, Harrison +Transfer Station.] + +The substructures for all the bridges, except the Hackensack River +Draw-bridge, are of concrete, without reinforcement, heavy enough to +withstand the ordinary earth pressure for the exposed height. With the +exception of three bridges, foundations were built on clay and sand; +these three, on account of excessive depth of soft material, were built +on piles. In some cases loose stone was deposited back of the +foundations for a width of 10 or 12 ft. after the mud had been removed. +This precaution has prevented trouble due to the thrust of the high +embankments on the saturated material. Masonry for all these bridges was +constructed under contract dated August 21st, 1905, with McMullen and +McDermott, of New York City. The superstructure consisted principally of +half-through girders, floor of I-beams, filled solid with concrete, on +top of which were placed five layers of Hydrex felt, and water-proofing +compound, protected by a layer of sand and grouted brick from the stone +ballast. + +The bridges over the New York Division passenger and Newark freight +tracks of the Pennsylvania Railroad, and the main-line tracks of the +Delaware, Lackawanna and Western Railroad, at the west end of the +Meadows Division, are separated by 300 ft. of embankment. The skew angle +is 9°, the total length of each bridge being about 450 ft. The floors +consist of I-beams embedded in concrete. + +The Hackensack River Draw-bridge consists of six spans of deck plate +girders, each 110 ft. long, and a draw-span 300 ft. long, operated by +two 70-h.p. electric motors. The masonry was constructed under contract +dated August 25th, 1905, with the Drake and Stratton Company, of +Philadelphia; and the steelwork was furnished and erected by the +Pennsylvania Steel Company, of Steelton, Pa. An important and +interesting feature of the draw-bridge is the lift rail, and new +rail-locking device. Mitered rails are used, with sufficient opening +between the ends to prevent binding at times of expansion. It was deemed +advisable that the mitered joint should occur on the abutment, or fixed +span, instead of at the opening at the end of the draw. The lift rail, +therefore, was a necessity; and the design, as shown on Plate XX, was +perfected. It consists of lift-rails, 8 ft. 4 in. long, moving +vertically 8 in. at the free end, reinforced on both sides by sliding +steel castings, which are lifted with the rail; when the latter is +dropped in place, the wedges on the castings engage at the abutment and +heel joints and at one intermediate point in dove-tailed wedge seats, +insuring tight contact with the rail, and absolute fastening to the deck +of the bridge. The objection to the ordinary lift-rail, which in +lowering must make its own joint by seating in tight boxes, has been +that any slight deviation from a true line would prevent the rail from +seating itself properly. This objection has been entirely overcome in +this design, by allowing liberal clearance on all seats, and securing +rigidity by the sliding bars and wedges which are connected with the +inter-locking system, so that it is impossible for a clear signal to be +given unless the lift-rails and wedges are in their proper positions. +This device has been operated successfully on the New York and Long +Branch Railroad bridge over Raritan Bay for the last 18 months. + +Each of the two main tracks on the Meadows Division, and all the main +tracks in the Harrison Transfer Yard, are of standard construction, with +Pennsylvania Section, 1909, 100-lb., open-hearth steel rails, and stone +ballast. Every fifth tie is made 9 ft. 5 in. long, to carry the third +rail for the electric current, and all joints of the running rails are +bonded for the same purpose. Track-laying on the Meadows, and in +Harrison Transfer Yard, has been done under contract dated April 26th, +1909, with Henry Steers, Incorporated, of New York City. + +Samuel Rea, M. Am. Soc. C. E., Second Vice-President, Pennsylvania +Railroad Company, is the executive officer under whose direction the +work has been carried on. Mr. William H. Brown, Chief Engineer, +Pennsylvania Railroad Company, and Chief Engineer of the Meadows +Division, also a Member of the Board of Consulting Engineers for the +tunnel extension, until his retirement by age limit on February 28th, +1906, located and started the construction of the line from Harrison to +the western portals of the Bergen Hill Tunnels, which latter point was +the westernmost limit of authority of the Board of Consulting Engineers. +Mr. A. C. Shand succeeded Mr. Brown as Chief Engineer of the +Pennsylvania Railroad Company, and as Chief Engineer of the Meadows +Division, with the writer, who was Assistant Chief Engineer of the +Pennsylvania Railroad Company, and had been closely associated with Mr. +Brown at the time of the location of the line and its earlier period of +construction. H. E. Leonard, M. Am. Soc. C. E., Engineer of Bridges and +Buildings, Pennsylvania Railroad Company, designed the Hackensack River +Bridge, the superstructures of the other bridges, and the rail-locking +device on the Hackensack River Draw-bridge. The surveys and construction +of the Meadows Division and of the Harrison Transfer Yard have been in +charge of Mr. William C. Bowles, Engineer of Construction. + +[Illustration: PLATE XX, FIG. 1.--LIFT RAIL AND LOCKING DEVICE, DRAW +PARTLY OPEN.] + +[Illustration: PLATE XX, FIG. 2.--LIFT RAIL AND LOCKING DEVICE, DRAW +CLOSED.] + +FOOTNOTES: + +[Footnote A: Presented at the meeting of June 1st, 1910.] + + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXVIII, Sept. 1910, by E. B. Temple + +*** END OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + +***** This file should be named 18012-8.txt or 18012-8.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/8/0/1/18012/ + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. 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