Why would anyone think that my post is a joke ?

Credit for the idea should go a fellow who has spent his entire career in an engineering capacity in the railroad supply industry.

Those of us familiar with the Ridgefield Park, NJ area and the actual location KNOW that there little chance of the equipment leaving the site on its own wheels-for a whole bunch of reasons.

Anyone care to guess how much the prep work would be on say, an E-unit ? For starters, a thorough truck inspection/lubrication, three year air brake inspection...and so on.

Then, one has get the local car inspector to sign off...and we haven't even delved into the issue of the track and available (if any) rail connection.

As for moving the equipment out whole by truck-who is kidding who ?
Anyone even seen the type of rig that used to move something as large
as a diesel locomotive over paved roads ? I have-and don't think those things even EXIST in this neck of the woods. Then, of course, we have the issue of dealing with all the various state and local entities that might have something to say about a 120 ton load rolling down their local streets.

I rest my case.

DPK

BTW-had the last Alco DL109 been saved, this approach would be have been the only way to extricate the beast from the storage yard. It was in no condition to move on its own wheels.

Having had some involvement over the last 26 years with moving 5 heavyweight Pullmans, three cabooses, five freight cars, and one large (120-ton) 4-6-0, and a few other large things with wheels that I forget right now, all by highway for various distances (shortest was 6 miles one-way), I feel somewhat qualifed to comment on this.

If one has enough money, anything can be moved, including the GG1 at PSE&G. That said, money seems to be one of the things in short supply around these here parts. The Jersey Shore Club Car P-70 really would be a loss if it dies on-site, as would the MP-54s-- they seem to be the only decent examples left of those cars.

As to cutting a loco apart, it is not quite as far-fetched as it sounds. The last Alco DL-109 was once contemplated for such treatment, in 1968-69. Once the carbody of one of these units is stripped of machinery and trucks, the rest is simply structural steel, and that can be carefully sectioned and carefully welded back together. US Navy nuke subs are built in a similar manner, where large holes are cut in perfectly good hulls, and then welded back up when the guts are in. No "Thresher" comments, guys.

That said, I would hesitate to section a coach; taking it off the trucks makes that radical surgery un-necessary.

I suspect that J. Supor's phone number is quite well-known in NJ rail preservation circles. They have moved numerous locos and cars in the region.

This idea rang a bell with me. There are two Louisville & Nashville 0-8-0's in existance. One (# 2152) is at the Kentucky Railway Museum. The other (# 2132) was used by Gulf Power at its Snead, Florida power plant. The engine ended up at a marina in Bainbridge, Georgia. I had heard that to get it there, the locomotive was cut in two and then welded back together after arrival at the display site. I never was able to confirm if this report was correct or not. Anybody know for sure? If true, I guess this is one locomotive that shouldn't be considered for restoration to service!

Les

I need to dig for the details as I was not a participant, however, twenty-odd years ago a bridge fire stranded two commuter trains (MBTA) and a local freight on a B&M branch to the north of where I live. The equipment, including at least one F-40, was trucked out. A fellow reservist of mine whose civilian employment was as a State Trooper was present and he used an unrepeatable here military term meaning roughly complete and utter chaos for what happens when you have a locomotive try to run around a passenger car on the main street of a New England fishing village!

In this case rubber tired dollies were used in place of the trucks.

In Houson a GO Transit F-59 was moved into the convention center for the 1990 APTA meeting on a self-propelled lowboy.

That being said - if you have the mechanical expertise and the financial resources a locomotive can be broken down into truckable components and reassembled. Remember that the GG1 which landed in the basement of Washington Union Station was brought out at least in part in the freight elevator and returned to service.

The equipment used to move rail cars is available in the US and even though it is not common in northern New Jersey that is really not going to be a problem. If the resources can be made available to move the URHS collection than the fact that some of the equipment has to come from out of town is among the minor problems.

The real question is "Who is going to pay for this?"

GME

Les,

You are correct about the L&N locomotive in Bainbridge, GA. It was cut into two pieces and moved to the display site. They tried to hid the cut on the more open side with strap, but the back side still shows the cut through the boiler shell. Not only was the boiler and frame cut, but so were the rods. They were welded back together, but didn't quite match up so some are at odd angles. Obviously, no one with any knowledge of steam locomotives was involved in the move.

Want photos?

Gentlemen,

This topic is arousing passions that are approaching the civility limits permitted on this board. Therefore, this topic is now locked. If anyone wants to discuss it further, please feel free to start a new thread.

Kevin Gillespie