Paul,
You make an interesting point about Amtrak's approach to Federal Regulations requiring it to keep a drawbridge operating.
In the Army I learned that a problem with giving orders is that people obey them. Orders are fine if all you want people to do is to forward march or to right face. However, you are unlikely to get a desired result by simply giving orders.
I just saw that the last tank cars were removed from the waterway on Saturday, and the track was opened, under close scrutiny, yesterday (16 days after the incident).
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
Correction to my previous reference:
It was Fred W. Frailey's (not Don Phillips') "COMMENTARY" column in the Sept. 2012 issue of Trains (the "Shuttle Trains" issue, Vol. 72, No. 9, at page 13 - see: http://trn.trains.com/sitecore/content/Magazine%20Issues/2012/September%202012.aspx ), titled "The Little Drawbridge That Couldn't - A broken pulley shuts down the Northeast Corridor in front of my eyes, and I'm clueless". It's about Amtrak's Bush River bridge, which because of the 125 MPH Acela and Northeast Regional train speeds over it:
Denied by the Coast Guard from permanently closing the bridge in 1977, Amtrak instituted the present system of taking the bridge apart to make it movable. As stated in the Code of Federal Regulations, from May 1 to early October, each weekend morning and afternoon, those special openings occur." (col. 1, end of 3rd para.)
"For the bridge to be raised, the Amtrak workers literally disassemble fixed, bolted rails and move them aside. Then, when the bridge is lowered, they reassemble the track structure into its previous semi-permanent state." (col. 1, para. 2) "Five minutes after it opened, the draw is lowered." (col. 1, end of para. 6)
- Paul North.
This has nothing whatever to do with the accident. But attached, for those who may have an interest in such things, is a link to the Coast Guard regulation governing the operation of the Paulsboro bridge (33 CFR 117.29). Interestingly, vessel traffic doesn't have absolute right of way at all times of the year.
http://www.gpo.gov/fdsys/pkg/CFR-2011-title33-vol1/pdf/CFR-2011-title33-vol1-sec117-729.pdf
There are, in fact, many other moveable bridges around the country where the Coast Guard has modified the normal requirement that water vessels have right of way whenever they may show up. One of the most visible examples is in Chicago, where the many moveable bridges around the central business normally don't have to be opened unless the city receives notice of the opening request many hours in advance. In addition, for recreational vessels, the bridges don't normally have to be opened outside of specified time windows. See the following link for more info
http://www.gpo.gov/fdsys/pkg/CFR-2011-title33-vol1/pdf/CFR-2011-title33-vol1-sec117-391.pdf
If you’re having trouble getting to sleep at night, this stuff may help.
Over on Trainorders.com there is a thread with photographs taken yesterday (December 11). A large crane is there (on a barge), but it appears that a lot of the tank cars are still in the drink. We're at twelve days and counting since the wreck.
Bucyrus I understand your points about this. In what terms do the rules require the confirmation that the bridge is properly lined be conveyed to the dispatcher? In other words, is the crew required to look at the locks, confirm that they are locked, and then tell the dispatcher they are locked? And if so, would that mean that the dispatcher must hear the crew say the locks are properly set before he authorizes passing the stop signal? Can the locks fail in a partially locked position or do they only fail fully open or fully closed? I am just wondering if the locks could be in a position that appears to be locked, but is not, and if that much discrepancy could allow rail misalignment. I wonder if locks that are not 100% locked could completely unlock when a train rolls over the joints, and thus release the rails from holding alignment.
I understand your points about this. In what terms do the rules require the confirmation that the bridge is properly lined be conveyed to the dispatcher? In other words, is the crew required to look at the locks, confirm that they are locked, and then tell the dispatcher they are locked? And if so, would that mean that the dispatcher must hear the crew say the locks are properly set before he authorizes passing the stop signal?
Can the locks fail in a partially locked position or do they only fail fully open or fully closed? I am just wondering if the locks could be in a position that appears to be locked, but is not, and if that much discrepancy could allow rail misalignment. I wonder if locks that are not 100% locked could completely unlock when a train rolls over the joints, and thus release the rails from holding alignment.
I have NO DIRECT knowledge of this particular facility.
I would suspect there is a Time Table Special Instruction that tells crews the procedure to be followed if a signal cannot be displayed over the bridge. I would suspect the Tran Dispatchers verbage would be something like the - 'After complying with Special Instruction for Mantua Creek bridge, you have permission past the Stop Signal in XXXX direction'. IF the TTSI indicated permission of the Dispatcher was needed.
Depending on the specifics of the Special Instruction, the crew MAY NOT even require the permission of the Train Dispatcher. With news articles indicating track speed in the area is 10 MPH - I would expect this territory is governed by either Track Warrent Control (TWC) or Direct Traffic Control (DTC) rules and is not otherwise signalled. If the crew is holding either TWC or DTC authority for the track segment that includes the bridge, they have no specific need to contact the dispatcher for any authority, as they already have all the authority they need to move in the track segment. It is also possible that the territory is being controlled by some form of Yard Limit Rules and the crew would already have the authority coveyed by these rules. The train only needs to contact the Dispatcher to report their delay in the block because of the time necessary to comply with the TTSI to get by the malfunctioning bridge signal.
Rail locks can fail in any manner known to man.
Never too old to have a happy childhood!
Bucyrus Does the bridge signal only confirm the position of the locking dogs?
Does the bridge signal only confirm the position of the locking dogs?
The display of a proceed signal indication is confirmation that all the protective devices required for the safe operation of the bridge have been detected to be in the proper location. Failure to receive a proceed indication can indicate that a protective device is not in the proper position, or it could indicate that the sensor for the device has failed (and sensors do fail - as they are probably the most delicate piece of equipment on the bridge). It is the train crews duty to observe and confirm that the rail locks and any other protective devices are in the proper position as defined either by the TTSI or their training.
With the Conductors limited experience on this line, I am wondering what training, if any, he received on how to determine that the bridge was safe for movement in the absence of the normal proceed signal.
A personal observation from dealing with current generation of new hires being employed in train service - they, as a group, are seriously deficient in basic mechanical knowledge - they may know computer technology inside out - but when it comes to the simple mechanical functions that are required for the safe operation of the railroad they have about zero aptitude. In most cases, they take the 'safe' option and do nothing and their train remains stationary for a addition 3 hours or more while the craft necessary to resolve the issue is called and dispatches personnel to fix the issue. In generations gone by, most personnel hired into train service came from those who desired to escape the family farm and/or hot rodders that were into 'improving' their cars and did their own work because they could not afford to pay anyone to do what the wanted done. Family farms are mostly a thing of the past and todays youth want to 'hot rod' their computers more than their cars.
The NTSB report, when it is published will supply most of the answers.
edblysard BaltACD edblysard Most of the bridges down here are well clear of the height requirements of ships and boats, but the few that don’t are either manned, or left in the open for water traffic position. We have a center pivot swing bridge, it clears most tow and tugs for barge traffic, but every once in a while it has to be opened…that shuts down us, and the UP’s main for most of the day, they check and double check it when they run it back into the rail traffic position. Our lift bridge also clears most barge traffic, which is what the water way under discussion seems to carry, but again, there is always that one tug that needs the bridge up…we have distant signals for this one, plus a bridge position signal…we do require train crews to visually inspect the rail dogs and locks before movement over that bridge if it has been raised then lowered. Down here, water traffic has the right of way, but that’s to be expected with the volume of water borne shipping that goes on. If you carefully read some of the media articles, the normal position for the bridge is open for water traffic. Trains send a radio command to the remote control mechanism for the bridge to be closed, lined and locked for rail traffic and then display a signal that it is safe for the train to cross. After the train completes movement across the bridge, it's passage is detected and the bridge is supposed to open again for water traffic. It would appear that the bridge came closed as requested by the Conrail crew - but it did not properly line and lock itself to display the signal to cross. When Train Dispatchers grant permission for trains to pass stop signals the onus is on the train and engine crew to KNOW that EVERYTHING is lined and locked for the safe movement of their train past the stop signal. The Train Dispatcher is not on the ground to visually supervise the train and engine crew in the proper performance of their duties - THAT IS WHAT THE CREW IS PAID FOR and that is why company officials perform efficiency tests. Up to a point, (not a pun, but take it as you wish) the crew is required to check any switch visually to make sure the route is properly lined for their movement. But we don’t know that miss-alignment was the cause of this. For all we know, the dogs and locks were properly positioned, and beyond checking those, what could the conductor do? He is not a structural engineer, and as long as his track bulletins have no restrictions on this bridge, if the dispatcher said go, and the bridge appeared locked in place…? We don’t even know if this is not the first time that crew was flagged past that signal, do we? The cause of this could be something as simple as a rail breaking under a car, bridge rails do flex a tad more than other track…maybe a sharp flange rode a guard rail…until we have a definitive cause, we are all playing lose and free with opinions, yes?
BaltACD edblysard Most of the bridges down here are well clear of the height requirements of ships and boats, but the few that don’t are either manned, or left in the open for water traffic position. We have a center pivot swing bridge, it clears most tow and tugs for barge traffic, but every once in a while it has to be opened…that shuts down us, and the UP’s main for most of the day, they check and double check it when they run it back into the rail traffic position. Our lift bridge also clears most barge traffic, which is what the water way under discussion seems to carry, but again, there is always that one tug that needs the bridge up…we have distant signals for this one, plus a bridge position signal…we do require train crews to visually inspect the rail dogs and locks before movement over that bridge if it has been raised then lowered. Down here, water traffic has the right of way, but that’s to be expected with the volume of water borne shipping that goes on. If you carefully read some of the media articles, the normal position for the bridge is open for water traffic. Trains send a radio command to the remote control mechanism for the bridge to be closed, lined and locked for rail traffic and then display a signal that it is safe for the train to cross. After the train completes movement across the bridge, it's passage is detected and the bridge is supposed to open again for water traffic. It would appear that the bridge came closed as requested by the Conrail crew - but it did not properly line and lock itself to display the signal to cross. When Train Dispatchers grant permission for trains to pass stop signals the onus is on the train and engine crew to KNOW that EVERYTHING is lined and locked for the safe movement of their train past the stop signal. The Train Dispatcher is not on the ground to visually supervise the train and engine crew in the proper performance of their duties - THAT IS WHAT THE CREW IS PAID FOR and that is why company officials perform efficiency tests.
edblysard Most of the bridges down here are well clear of the height requirements of ships and boats, but the few that don’t are either manned, or left in the open for water traffic position. We have a center pivot swing bridge, it clears most tow and tugs for barge traffic, but every once in a while it has to be opened…that shuts down us, and the UP’s main for most of the day, they check and double check it when they run it back into the rail traffic position. Our lift bridge also clears most barge traffic, which is what the water way under discussion seems to carry, but again, there is always that one tug that needs the bridge up…we have distant signals for this one, plus a bridge position signal…we do require train crews to visually inspect the rail dogs and locks before movement over that bridge if it has been raised then lowered. Down here, water traffic has the right of way, but that’s to be expected with the volume of water borne shipping that goes on.
Most of the bridges down here are well clear of the height requirements of ships and boats, but the few that don’t are either manned, or left in the open for water traffic position.
We have a center pivot swing bridge, it clears most tow and tugs for barge traffic, but every once in a while it has to be opened…that shuts down us, and the UP’s main for most of the day, they check and double check it when they run it back into the rail traffic position.
Our lift bridge also clears most barge traffic, which is what the water way under discussion seems to carry, but again, there is always that one tug that needs the bridge up…we have distant signals for this one, plus a bridge position signal…we do require train crews to visually inspect the rail dogs and locks before movement over that bridge if it has been raised then lowered.
Down here, water traffic has the right of way, but that’s to be expected with the volume of water borne shipping that goes on.
If you carefully read some of the media articles, the normal position for the bridge is open for water traffic. Trains send a radio command to the remote control mechanism for the bridge to be closed, lined and locked for rail traffic and then display a signal that it is safe for the train to cross. After the train completes movement across the bridge, it's passage is detected and the bridge is supposed to open again for water traffic. It would appear that the bridge came closed as requested by the Conrail crew - but it did not properly line and lock itself to display the signal to cross.
When Train Dispatchers grant permission for trains to pass stop signals the onus is on the train and engine crew to KNOW that EVERYTHING is lined and locked for the safe movement of their train past the stop signal. The Train Dispatcher is not on the ground to visually supervise the train and engine crew in the proper performance of their duties - THAT IS WHAT THE CREW IS PAID FOR and that is why company officials perform efficiency tests.
Up to a point, (not a pun, but take it as you wish) the crew is required to check any switch visually to make sure the route is properly lined for their movement.
But we don’t know that miss-alignment was the cause of this.
For all we know, the dogs and locks were properly positioned, and beyond checking those, what could the conductor do?
He is not a structural engineer, and as long as his track bulletins have no restrictions on this bridge, if the dispatcher said go, and the bridge appeared locked in place…?
We don’t even know if this is not the first time that crew was flagged past that signal, do we?
The cause of this could be something as simple as a rail breaking under a car, bridge rails do flex a tad more than other track…maybe a sharp flange rode a guard rail…until we have a definitive cause, we are all playing lose and free with opinions, yes?
According to one of the press articles - the engineer has been working the territory 14 months - the conductor had made 3 trips over the territory. While I can't speak to how Seniority is playing out on this particular territory - if it was on my carrier that would mean the Conductor was just qualified as a Conductor before he made his 1st trip over the territory. In any event there was not a lot of experience on this crew. While I agree we really have to wait for the NTSB report, if I were a betting man, I know where I would be putting my money.
BaltACD edblysard Most of the bridges down here are well clear of the height requirements of ships and boats, but the few that don’t are either manned, or left in the open for water traffic position. We have a center pivot swing bridge, it clears most tow and tugs for barge traffic, but every once in a while it has to be opened…that shuts down us, and the UP’s main for most of the day, they check and double check it when they run it back into the rail traffic position. Our lift bridge also clears most barge traffic, which is what the water way under discussion seems to carry, but again, there is always that one tug that needs the bridge up…we have distant signals for this one, plus a bridge position signal…we do require train crews to visually inspect the rail dogs and locks before movement over that bridge if it has been raised then lowered. Down here, water traffic has the right of way, but that’s to be expected with the volume of water borne shipping that goes on. If you carefully read some of the media articles, the normal position for the bridge is open for water traffic. Trains send a radio command to the remote control mechanism for the bridge to be closed, lined and locked for rail traffic and then display a signal that it is safe for the train to crosss. After the train completes movement across the bridge, it's passage is detected and the bridge is supposed to open again for water traffic. It would appear that the bridge came closed as requested by the Conrail crew - but it did not properly line and lock itself to display the signal to cross. When Train Dispatchers grant permission for trains to pass stop signals the onus is on the train and engine crew to KNOW that EVERYTHING is lined and locked for the safe movement of their train past the stop signal. The Train Dispacher is not on the ground to visually supervise the train and engine crew in the proper performance of their duties - THAT IS WHAT THE CREW IS PAID FOR and that is why company officials perform efficency tests.
If you carefully read some of the media articles, the normal position for the bridge is open for water traffic. Trains send a radio command to the remote control mechanism for the bridge to be closed, lined and locked for rail traffic and then display a signal that it is safe for the train to crosss. After the train completes movement across the bridge, it's passage is detected and the bridge is supposed to open again for water traffic. It would appear that the bridge came closed as requested by the Conrail crew - but it did not properly line and lock itself to display the signal to cross.
When Train Dispatchers grant permission for trains to pass stop signals the onus is on the train and engine crew to KNOW that EVERYTHING is lined and locked for the safe movement of their train past the stop signal. The Train Dispacher is not on the ground to visually supervise the train and engine crew in the proper performance of their duties - THAT IS WHAT THE CREW IS PAID FOR and that is why company officials perform efficency tests.
23 17 46 11
edblysard If you look at the aerial map photos, go south about ½ a mile and you find a road way with a lift bridge. I would suspect that if the swing bridge is replace instead of repaired, a lift bridge will be the solution, as a center pivot single span swing bridge won’t fit. As for opening the water way once a week, that won’t float…river traffic has the right of way.
I would suspect that if the swing bridge is replace instead of repaired, a lift bridge will be the solution, as a center pivot single span swing bridge won’t fit.
As for opening the water way once a week, that won’t float…river traffic has the right of way.
It's also not uncommon around here to have movable bridges that haven't been opened in a few decades, what with the decline in heavy industry and waterborne commerce on the smaller channels, but they continue to exist to due to precedent, institutional inertia, and the understandable reluctance of either the boating community or the Coast Guard to give up what river navigation rights they now have. So while the water-borne traffic may have the right of way as a theoretical principle of law, in actual practice maybe not so much.
Finally, Ed's point about the river channel not being wide enough for a center-pivot swing bridge is well taken. Perhaps ConRail ought to copy or borrow from a former PRR single-end bridge over the Intracoastal Waterway about 50 miles further south, at Lewes, Delaware, which seems to function just fine for a couple short trains a week. It's at these Lat. / Long. coordinates - N 38 46' 24" W 75 8' 2"
Here's an excerpted quote and links to some photos of it (not mine), from my post in a thread here about "Swing bridge power sources?" on 09-13-2010 at: http://cs.trains.com/trn/f/111/p/179752/1969708.aspx#1969708 :
This opinion is reinforced by at least one remaining example that is still used occasionally. That is the bridge over the Lewes-Rehoboth Canal of the Inland Waterway in Lewes, Delaware. Here are the coordinates, per the ACME Mapper 2.0 application, at - http://mapper.acme.com/ -
N 38.77356, W 75.13392
This bridge is a little unusual in that it's pretty short, and asymmetric - the pivot is at one end, not in the middle. But I've seen it operated by hand by a couple of crewmen, to both close and open it. With a balanced and symmetric bridge, really large, smooth, and well-lubricated bearings, and a lot more reduction gearing between the hand crank and the 'bull ring' on the pivot pier, a much larger/ longer bridge could also be opened by hand - though it might take 5 to 10 minutes of strenuous effort - or even more - to accomplish that. See the following photos - none are mine - for some depictions of it
http://www.rrpicturearchives.net/showPicture.aspx?id=1848333
http://www.rrpicturearchives.net/showPicture.aspx?id=1848330
"The Delaware Coast Line's Lewes Line" by Al Moran at -
http://www.trainweb.org/eastrail/dcl_1.html
Photo of a train crossing the bridge in the closed position is at -
http://www.trainweb.org/eastrail/dcl_10_lewes_bridge.jpg
Restricted opening times for bridges is not that unusual, a lot may depend on the clearances when bridges are in the closed position and the amount of river traffic. Almost all of the vehicular bridges in Chicago's Loop area are not manned full-time and have scheduled opening times for non-commercial traffic, such as sailboats en route between Lake Michigan and off-season storage. Large commercial traffic (which is rare) requires 12-hour notice. I believe that most bridges on the Calumet River are not manned during the winter.
If you look at the aerial map photos, go south about ½ a mile and you find a road way with a lift bridge.
anyone have any notion of progress on repairing bridge ? If it is beyond repair maybe with coast guard permission conrail can place a temporary girder bridge over the waterway. maybe have to remove it for water navigation once a week ??
I had the same thought - or maybe "Tinker Toys" ?!? (Not Legos, though !)
Paul_D_North_Jr Don, thanks for finding and sharing that Flickr link. I like this wider view of the bridge, in an open position: http://www.flickr.com/photos/kevinhooa/2951776490/in/photostream/ I don't know whether to admire the builders of this bridge for being early adopters of what has now become the "cable-stayed" type of bridge, or to laugh (or cry) at what looks like either a "Rube Goldberg" or 10-year old's attempt at building a bridge, to which he just kept adding more and more braces until it got strong enough . . . I would not have believed such a thing was still in use on a modern, busy freight railroad line. (That may seem like a 'cheap shot', but it's not intended to be - this is really a one-of-a-kind design, to the best of my knowledge.) - Paul North.
Don, thanks for finding and sharing that Flickr link. I like this wider view of the bridge, in an open position:
http://www.flickr.com/photos/kevinhooa/2951776490/in/photostream/
I don't know whether to admire the builders of this bridge for being early adopters of what has now become the "cable-stayed" type of bridge, or to laugh (or cry) at what looks like either a "Rube Goldberg" or 10-year old's attempt at building a bridge, to which he just kept adding more and more braces until it got strong enough . . . I would not have believed such a thing was still in use on a modern, busy freight railroad line. (That may seem like a 'cheap shot', but it's not intended to be - this is really a one-of-a-kind design, to the best of my knowledge.)
Looks like it was designed with Erector Set pieces as a prototype!
Thanks for the (unfortunate) confirmations, Don and WT.
- PDN.
SMS and all of the industries below the bridge are stranded with no re-routes available. Word on the street is that some of the factories are starting to get low on inventory and that work slowdowns/layoffs will b coming if CR can't get the bridge back in service soon.
-WT.
BaltACDI am wondering, if determining the PROPER locked condition of the bridge for crossing it when unable to display the normal signal was EVER a part of the qualification procedures for this job.
I am wondering the same. (and thinking that this is part of the problem and wondering what new "stuff" is going to flow from the FRA from this event)
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
Paul_D_North_JrWhat I'm really curious about is whether there's an alternate rail route further inland, so that all those big industries are not stranded/ cut-off from rail service.
They are cut-off until the bridge is repaired. There is no alternate route. Traffic is embargoed at the moment.
blue streak 1 Falcon48 [. That would also explain the red signal, as the signal would not clear unless everything was properly in place. Of course, this is all speculation. We'll just have to see what NTSB finds what ia do not understand is if there is a bridge tender he has an annunciator board that gives a green status of each of the items to indicate that all items are in their proper place ? why don't the RRs place an annunciator panel in a signal box at each end of the bridge so the crews can find out what the offending item preventing a proceed signal ?r
Falcon48 [. That would also explain the red signal, as the signal would not clear unless everything was properly in place. Of course, this is all speculation. We'll just have to see what NTSB finds
[. That would also explain the red signal, as the signal would not clear unless everything was properly in place. Of course, this is all speculation. We'll just have to see what NTSB finds
At this point in time - we have no idea of the 'protections' that were or were not designed into the bridge for it's 'remote' operation without a designated Bridge Tender - there very well may be a indication such as you suggest - we don't know.
From a Philadelphia Inquirer article
The engineer on the train that derailed had been working the South Jersey route for 14 months, and the conductor was on his first week on the route. Both had made uneventful trips over the bridge the previous three nights.
I am wondering, if determining the PROPER locked condition of the bridge for crossing it when unable to display the normal signal was EVER a part of the qualification procedures for this job.
I worked as a telegraph operator at several movable bridges that I controlled. Part of the qualification procedure for those jobs was knowing and observing what the PROPER locked position of the bridge was so that permission could be given to trains when unable to line a signal. If the proper locked position was not observed - no permission to pass the stop signal would be given.
oltmannd ValleyX I disagree about the dispatcher, Carl. Dispatchers give permission by stop signals all the time without knowing the cause of the circuit being down or failing to clear. That's what restricted speed is all about. Not knowing, I would think that there are some employee timetable instructions that cover the operation of the bridge and what to do if a signal is not received. I have to say that I obtained permission by more than one stop signal that no one knew what the cause was, sometimes it would be something we would find, like a broken rail, but frequently, it was nothing we found, and I don't think they were all operating tests. The bridge, I admit, is a special circumstance, but I'm guessing the dispatcher followed procedure. I hope the conductor did. Up until several years ago, this bridge had a bridge tender. Conrail automated it. This particular bridge is a weird one. It is a swing bridge, but not like most. It is hinged at one end an the other end swings away like a gate when it's open. There is a large A frame over the hinge end with cables down to the open end of the movable piece to bear its weight when open. The crew has said they couldn't get the signal to come in, but the conductor had taken a look at it and it was okay. I wonder if the locking bars were in place but not locked in and the span "giggled"open as the train passed. There are some good pictures of the bridge "before" here: http://www.flickr.com/photos/kevinhooa/2950926527/in/photostream/
ValleyX I disagree about the dispatcher, Carl. Dispatchers give permission by stop signals all the time without knowing the cause of the circuit being down or failing to clear. That's what restricted speed is all about. Not knowing, I would think that there are some employee timetable instructions that cover the operation of the bridge and what to do if a signal is not received. I have to say that I obtained permission by more than one stop signal that no one knew what the cause was, sometimes it would be something we would find, like a broken rail, but frequently, it was nothing we found, and I don't think they were all operating tests. The bridge, I admit, is a special circumstance, but I'm guessing the dispatcher followed procedure. I hope the conductor did.
I disagree about the dispatcher, Carl. Dispatchers give permission by stop signals all the time without knowing the cause of the circuit being down or failing to clear. That's what restricted speed is all about.
Not knowing, I would think that there are some employee timetable instructions that cover the operation of the bridge and what to do if a signal is not received.
I have to say that I obtained permission by more than one stop signal that no one knew what the cause was, sometimes it would be something we would find, like a broken rail, but frequently, it was nothing we found, and I don't think they were all operating tests. The bridge, I admit, is a special circumstance, but I'm guessing the dispatcher followed procedure. I hope the conductor did.
Up until several years ago, this bridge had a bridge tender. Conrail automated it. This particular bridge is a weird one. It is a swing bridge, but not like most. It is hinged at one end an the other end swings away like a gate when it's open. There is a large A frame over the hinge end with cables down to the open end of the movable piece to bear its weight when open.
The crew has said they couldn't get the signal to come in, but the conductor had taken a look at it and it was okay. I wonder if the locking bars were in place but not locked in and the span "giggled"open as the train passed.
There are some good pictures of the bridge "before" here: http://www.flickr.com/photos/kevinhooa/2950926527/in/photostream/
CShaveRR Thanks, Ed! I think you've told it like I would have seen it, too.I looked at the coordinates Larry provided, and beyond (to the west)...what an amazing complex of tracks and equipment (including two industrial locomotives) that, until things are repaired or rebuilt, are isolated.
Supposedly it's switched by SMS Rail Services, which is based just a little further down that line, at the Pureland Industrial Complex - see: http://www.smsrail.com/locations-pa-nj-sms-rail.html SMS is notable for running a large fleet of Baldwin diesels - see: http://en.wikipedia.org/wiki/SMS_Rail_Lines
Further down yet is a former B.F. Goodrich plant, at which I spent many hours. The double-curved crossing frog at these coordinates was not designed or originally installed by me, but I was responsible for its upgrading and replacement about 30 years ago, and as of 18 months ago it was still going strong: N 39 45' 48" W 75 25' 11"
FInally, there's the Deepwater power plant here, at which I've also done some trackwork: N 39 41' 42" W 75 29' 4"
What I'm really curious about is whether there's an alternate rail route further inland, so that all those big industries are not stranded/ cut-off from rail service. I'm not real familiar with the current configuration and connections in South Jersey, but it appears that there isn't - see: http://www.sjrail.com/maps/maps.html and http://www.sjrail.com/maps/SJ_Map.jpg
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