Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 E. B. Temple Informative Summary

Overview:

This article published in 1910 by E.B. Temple, a member of the American Society of Civil Engineers, details the construction of the Meadow Division and Harrison Transfer Yard of the Pennsylvania Tunnel and Terminal Railroad. This project was a significant expansion of the Pennsylvania Railroad into New York City, necessitating the creation of a new transfer station and yard for both passengers and locomotives to switch between steam and electric power.

The Harrison Transfer Station was designed to facilitate a quick and efficient transfer of passengers between trains destined for the new Pennsylvania Station in New York City and those bound for Jersey City or lower Manhattan via the Hudson and Manhattan Tunnels. The yard also included storage facilities for steam engines, electric motors, and water tanks, with provisions for future expansion. The Meadows Division, a 5.08-mile stretch of double-track railroad, connected the Harrison Transfer Station to the Bergen Hill Tunnels, traversing the Hackensack Meadows and requiring the construction of numerous bridges over various railroads, roads, and the Hackensack River.

Key Findings:

The construction of the Meadow Division and Harrison Transfer Yard was a major undertaking involving significant engineering challenges, including the construction of numerous bridges, the creation of a large embankment in soft, unstable ground, and the design of a unique rail-locking device for the Hackensack River Drawbridge.
The project demonstrates the significant technological advancements in railroad engineering at the time, particularly in the electrification of rail lines and the development of efficient transfer systems for passengers and locomotives.
The project also highlights the importance of careful planning and coordination between different departments of a large railroad system to ensure successful construction and operation of such major infrastructure projects.

Learning:

Challenges of Railroad Construction in Challenging Terrain: The construction of the Meadow Division and Harrison Transfer Yard faced numerous challenges, particularly due to the soft and unstable ground conditions of the Hackensack Meadows. The article highlights the innovative solutions employed by the engineers, such as the use of pile foundations for bridges and the careful construction of the embankment to minimize settlement.
The Evolution of Railroad Technology: The project highlights the transition from steam to electric power in railroads and the development of efficient transfer systems for passengers and locomotives. The design of the Harrison Transfer Station demonstrates the integration of these new technologies to provide smooth and rapid transportation for passengers.
The Importance of Planning and Coordination: The success of this large-scale project depended heavily on the collaboration between different departments of the Pennsylvania Railroad, including operating, electrical, and engineering teams. The article underscores the crucial role of planning and coordination in ensuring the efficient construction and operation of complex infrastructure projects.

Historical Context:

The construction of the Meadows Division and Harrison Transfer Yard took place in the early 20th century, a time of significant industrial growth and urbanization in the United States. Railroads played a crucial role in this development, transporting goods, materials, and people across the country. The electrification of rail lines and the expansion of transportation networks into major cities like New York City were key trends of this era, and the project described in the article exemplifies these advancements.

Facts:

The New York Tunnel Extension of the Pennsylvania Railroad diverges from the New York Division in the Town of Harrison, New Jersey. (This fact is true based on the first paragraph of the text which states this.)
The Harrison Transfer Station and Yard was built to change motive power from steam to electric and vice versa. (This fact is true based on the third paragraph of the text which states this.)
The Harrison Transfer Station platforms are 1,100 feet long and 28 feet wide. (This fact is true based on the fourth paragraph of the text which states this.)
All trains entering the Pennsylvania Station in New York City are to be equipped with vestibules. (This fact is true based on the fifth paragraph of the text which states this.)
The Harrison Transfer Yard has four main running tracks and two shifting tracks. (This fact is true based on the sixth paragraph of the text which states this.)
The Harrison Transfer Yard has storage capacity for 10 steam engines and 20 electric motors. (This fact is true based on the seventh paragraph of the text which states this.)
The main engine storage yard is located south of the running tracks along the Passaic River. (This fact is true based on the eighth paragraph of the text which states this.)
The main engine storage yard has two 50,000-gallon water tanks, an ash-pit, inspection-pit, work-pit, sand-hopper, and necessary buildings. (This fact is true based on the eighth paragraph of the text which states this.)
The rapid transit line will be constructed and owned by the Pennsylvania Railroad Company. (This fact is true based on the eleventh paragraph of the text which states this.)
The rapid transit line will extend from Park Place, Newark, to Harrison. (This fact is true based on the eleventh paragraph of the text which states this.)
The rapid transit line will be electrified and will provide joint service with the Hudson and Manhattan Railroad Company. (This fact is true based on the eleventh paragraph of the text which states this.)
The embankment for the Harrison Yard was constructed using cellar earth from New York City and rock and earth excavated from the Pennsylvania Station and cross-town tunnels. (This fact is true based on the twelfth paragraph of the text which states this.)
The Meadows Division of the Pennsylvania Tunnel and Terminal Railroad is 5.08 miles long. (This fact is true based on the second paragraph of the text which states this.)
The Meadows Division crosses the Hackensack River. (This fact is true based on the fifteenth paragraph of the text which states this.)
The Meadows Division has three curves, two of which are 0° 30′ each. (This fact is true based on the sixteenth paragraph of the text which states this.)
The Meadows Division has a clearance of 24 feet above high water in the Hackensack River. (This fact is true based on the seventeenth paragraph of the text which states this.)
The substructures for all the bridges on the Meadows Division, except the Hackensack River Draw-bridge, are of concrete. (This fact is true based on the nineteenth paragraph of the text which states this.)
The Hackensack River Draw-bridge has six spans of deck plate girders, each 110 feet long. (This fact is true based on the twentieth paragraph of the text which states this.)
The Hackensack River Draw-bridge is operated by two 70-horsepower electric motors. (This fact is true based on the twentieth paragraph of the text which states this.)
The Hackensack River Draw-bridge has a lift rail and a new rail-locking device. (This fact is true based on the twenty-first paragraph of the text which states this.)

Statistics:

The New York Tunnel Extension ascends on a 0.5% grade. (This statistic is interesting because it demonstrates the challenge of building a railroad through the Hackensack Meadows. The grade is not steep, but it is significant considering the soft ground conditions.)
The Meadows Division is 5.08 miles long. (This statistic is interesting because it gives a sense of the scale of the project. The Meadows Division was a significant undertaking, requiring extensive construction and engineering expertise.)
The embankment for the Meadows Division varies in height from 25 to 30 feet above the surface of the meadows. (This statistic is interesting because it demonstrates the amount of earthwork involved in the construction of the Meadow Division. The embankment had to be carefully constructed to ensure stability in the soft ground conditions.)
The Hackensack River Draw-bridge has a draw-span of 300 feet. (This statistic is interesting because it demonstrates the scale of the draw-bridge, which was a significant engineering feat.)
The lift rails on the Hackensack River Draw-bridge are 8 feet 4 inches long. (This statistic is interesting because it gives a sense of the size of the lift rails, which were a crucial part of the rail-locking device.)
The lift rails on the Hackensack River Draw-bridge move vertically 8 inches at the free end. (This statistic is interesting because it demonstrates the precise movement required to ensure that the draw-bridge operated smoothly and safely.)
The Meadow Division consists of 3.57 miles of tangent and three curves. (This statistic is interesting because it highlights the complexity of the alignment of the Meadows Division, which had to be designed to accommodate both straight sections and curves. )
The Meadow Division has a clearance of 18 feet from the underside of the bridges to the top of the rail of the Erie Railroad branches, 21 feet to the top of the rail of its main line, and 19 feet to the top of the rail of the Delaware, Lackawanna and Western Railroad. (This statistic is interesting because it demonstrates the careful design of the Meadow Division to ensure that there was adequate clearance between the tracks and the bridges.)
The Meadow Division has a clearance of 24 feet above high water in the Hackensack River. (This statistic is interesting because it demonstrates the design of the bridge to accommodate the fluctuation of water levels in the Hackensack River.)
The embankment for the Meadow Division was constructed using 1,000 feet of stone and crib bulkhead along the bank of the Passaic River. (This statistic is interesting because it demonstrates the amount of materials required for the construction of the bulkhead, which was needed to protect the embankment from erosion.)
The Meadow Division was built under two contracts, one for the work east of the crossing of the Boonton Branch of the Delaware, Lackawanna and Western Railroad, and the other for the embankment west of the Boonton Branch. (This statistic is interesting because it demonstrates the complexity of the construction project, which was divided into multiple contracts.)
The Meadow Division was completed in 19 months. (This statistic is interesting because it demonstrates the speed and efficiency of the construction project.)
The Harrison Transfer Yard has a storage capacity for 20 engines in the main engine storage yard. (This statistic is interesting because it demonstrates the size of the main engine storage yard and the need for a large amount of space to store steam locomotives.)
The Harrison Transfer Yard has two 50,000-gallon water tanks. (This statistic is interesting because it demonstrates the large amount of water required to operate steam locomotives.)
The Harrison Transfer Yard has twelve stalls of the existing round-house extended to accommodate the motive power. (This statistic is interesting because it demonstrates the amount of space needed to repair and maintain the locomotives that were used on the Meadow Division.)
The Meadow Division was built with Pennsylvania Section, 1909, 100-lb., open-hearth steel rails. (This statistic is interesting because it demonstrates the type of rails used on the Meadow Division, which were high quality and durable.)
The Meadow Division was built with stone ballast. (This statistic is interesting because it demonstrates the type of ballast used on the Meadow Division, which was a stable and durable material.)
The Meadow Division used every fifth tie to carry the third rail for the electric current. (This statistic is interesting because it demonstrates the integration of electric power into the construction of the Meadow Division.)
All joints of the running rails on the Meadow Division were bonded for the electric current. (This statistic is interesting because it demonstrates the careful design of the Meadow Division to ensure that the electric current flowed smoothly and efficiently.)
The Meadow Division was built with a track spacing of 13 feet from center to center. (This statistic is interesting because it demonstrates the standard track spacing that was used on the Meadow Division, which was appropriate for double-track railroad lines.)

Terms:

Embankment: A raised mound of earth used to support a railroad track or roadway.
Motive power: The engine or engines that provide the force to move a vehicle, such as a train.
Vestibule: A closed, enclosed area at the ends of a railroad car that provides a protected passageway for passengers.
Shifting tracks: Tracks used to move locomotives and cars around a yard or station.
Turntable: A circular platform that allows locomotives to be turned around so they can face in the opposite direction.
Draw-bridge: A bridge with a movable section, typically a span, that can be raised or lowered to allow ships or other vessels to pass.
Lift rail: A section of track that can be raised or lowered to allow the movable section of a draw-bridge to pass over it.
Rail-locking device: A mechanical device that prevents the movable section of a draw-bridge from moving until the lift rails are properly in place.
Ballast: A layer of material, such as gravel or crushed stone, placed beneath railroad tracks to provide drainage and support.
Third rail: An electrified rail that runs alongside a railroad track and provides power to electric locomotives and trains.

Examples:

The Harrison Transfer Station: The article describes the design and function of the Harrison Transfer Station, which allowed passengers and locomotives to switch between steam and electric power. The station had two platforms, each 1,100 feet long, and four main running tracks, allowing for quick and efficient transfers. This example demonstrates the importance of transfer stations in a modern railroad system.
The Hackensack River Draw-bridge: The article details the construction of the Hackensack River Draw-bridge, which was a complex engineering feat. The bridge was designed with a lift rail and a rail-locking device, which were necessary to ensure that the bridge could be opened and closed safely and efficiently. This example demonstrates the complexity of building bridges in challenging environments.
The Meadow Division Embankment: The article discusses the challenges of building an embankment on the soft ground of the Hackensack Meadows. The engineers had to carefully design the embankment to minimize settlement and ensure its stability. This example demonstrates the importance of careful planning and design in construction projects.
The Electrification of the Meadow Division: The article describes the electrification of the Meadow Division, which was a significant technological advancement. The use of electric power allowed for faster and more efficient train operation, and it also reduced pollution. This example demonstrates the impact of new technology on railroad operations.
The Use of Concrete Substructures: The article explains the use of concrete substructures for the bridges on the Meadow Division, which were designed to withstand the earth pressure and the weight of the trains. This example demonstrates the use of concrete as a durable and reliable construction material.
The Use of Cellar Earth for Embankment Construction: The article mentions the use of cellar earth from New York City for embankment construction. This example demonstrates the innovative use of materials from other construction projects to build the railroad.
The Use of Scows for Material Transport: The article describes the use of scows to transport materials for embankment construction on the Meadow Division. This example demonstrates the use of water transport to efficiently move materials over long distances.
The Use of Narrow-Gauge Cars for Material Transport: The article mentions the use of narrow-gauge cars to transport materials for embankment construction. This example demonstrates the use of specialized equipment to efficiently move materials on the construction site.
The Use of Locomotives from Elevated Railroads: The article describes the use of locomotives from elevated railroads in New York City to transport materials on the Meadow Division. This example demonstrates the reuse of existing equipment to build the railroad.
The Use of Stone and Crib Bulkhead: The article discusses the use of a stone and crib bulkhead to protect the embankment from erosion. This example demonstrates the importance of protective measures in construction projects.

Conclusion:

The construction of the Meadows Division and Harrison Transfer Yard of the Pennsylvania Tunnel and Terminal Railroad was a massive engineering project that exemplifies the technological advancements and engineering challenges of the early 20th century. This project, undertaken in challenging terrain, showcased innovative solutions for constructing bridges and embankments, and effectively demonstrated the integration of electric power and efficient passenger transfer systems into a modern railroad network. This endeavor underscores the essential roles of planning, coordination, and engineering expertise in constructing and operating complex infrastructure projects, and provides a glimpse into the dynamic era of railroad expansion and technological development that characterized the early 20th century.

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