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Reply to "How did Pennsy Move Steam Engines To Long Island RR?"

I've read the past messages about this question.  Car floating would be the first choice.  Locomotives, even larger ones, could be moved by car float.

The rule of no operating locomotives on the transfer bridge or car float concerns movements of cars on or off a float. As that is done, the grade keeps changing on the transfer bridge as loads move from land to the car float on water and vice -versa. A locomotive works best and safest when its on level track.  The changing grade of the transfer bridge as loads are moved on or off creates the hazard of slipping and sliding drivers, with a loss of braking control.  

Car floats are strongly built. They are basically bridges under each track that are encased in a hull with a deck on top. Not only did they need to hold weight but endure moving weight as the loads came on and off. The floats also had to resist twisting when docked, as laden weigh changed from side to side during loading / unloading moves. The float had to be level side to side and on even keel fore and aft when ready to depart. It was tied to the transfer bridge with large, heavy, steel locking bars. If the float was not level when loaded, they could not be easily disengaged. An uneven float was very difficult to land and secure at the destination terminal.

Knowing the weight of cars being loaded enabled the crews to keep it level when loaded.  Cars were frequently weighed before loading onto a car float.  The exchange of steam locos between the PRR and LIRR was likely done at night by car float, when harbor traffic was minimal. Their fires would be dropped before loading and the loco and its tender weighed.  A switcher would put it aboard the car float like any other load, using or idler cars. Locomotives moved onto car floats for the most part,  were handled like any other load and not put aboard under their own power. Their weight would be balanced with additional loaded cars. 

I have a 1938 photo of  B&O's steam locomotive, the George H. Emerson, Class N-1 4-4-4-4 on a car float at the PRR Greenville NJ Terminal. A B&O float and tug were used to move it to Long Island City, and from there to the New York World's  Fair to be an exhibit.  The loco is centered  on an interchange float, having three tracks and a twelve 50' car capacity at 1,250 tons. The weight of the Emerson is balanced by loaded PRR quad hoppers on the opposite side, as well as a loaded gondola to trim the weight, behind the Emerson's tender. (I seem unable to upload that photo from my computer). 

The Emerson was 117' long overall, with a total weight of engine and tender at 741,550 lbs. - about 371 tons. Weight on drivers was 240,350 lbs. over a 19' 9" wheelbase. The fire had been dumped. Steam was still in the boiler. The fire would be restored in LI City for the short run to the Fair at Flushing Meadows. Lackawanna also exhibited one of its new 4-8-4's at the Fair in the same manner.

So, why did B&O use the PRR Greenville Terminal?  The iron 1888 B&O swing bridge linking Staten Island to NJ could not handle the 4-4-4-4's weight.  And, St. George Yard on Staten Island had wooden Howe truss transfer bridges rated at about 200 tons, as did also the CNJ at Jersey City. After the Fair, the Emerson went back to the B&O the way it had arrived.  For a short stretch, PRR hosted a duplex drive 4-4-4-4 almost a decade before they built some of their own.

S. Islander  

 

 

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