I haven’t been posting much of my rail work here lately. Part of that is that I don’t have a lot of recent rail work – or much of any photographic work really. Life has gotten far more busy and complex and I just don’t get out with the cameras as much these days, alas. I hope to be able to carve out a little more photographic time, including time spent railfanning soon.
I realized, though, that apart from my artsy-fartsy fog shot, I haven’t posted any of my work here in nearly two years. So I thought I’d share a few shots from my relatively recent work that made the cut.
After The Crowds by Chris May, on Flickr
The day’s steam runs are done and Conductor Larry Stone can take a minute to sit in the shade and check his phone. It’s fun to get the staged shots of railway staff portraying the halcyon days of railroad travel but I find it equally enjoyable to see the real side of museum staff and volunteers, too.
Steel vs Stainless by Chris May, on Flickr
The warm tones of rusty carbon steel contrast against the gleaming stainless of the Nebraska Zepyhr at the Illinois Railway Museum on September 19th, 2021.
Halcyon Days by Chris May, on Flickr
Evoking a good bit of nostalgia, a 1958 Buick waits at the Wig Wag signal as the Nebraska Zephyr backs into Barn 9 at the Illinois Railway Museum on September 19th, 2021. The passenger cars on the Zephyr
The image of the conductor reminds me of one taken of me as I waited to flag a train across the crossing next to the station. What made it unique was the youngster standing next to me. I didn’t know it had been taken until I spotted it some time later, probably on FB.
Thanks, Chris ! I and I would suspect, there are many other poster’s here who have always enjoyed your stills…
Even though, lately, your posts have been infrequent…Your name seems to pop up… On the posts that Norris makes, his accolade to you of his avatar is noted on each of his posts… Your photo of " BNSF Mixed at Chemical" is displayed in my ofice. A constant reminder. Thanks! Looking forward to seeing more of your postings in this Forum… [tup] [tup] [swg]
Great photos for sure. Not to change the subject, but how much does it cost to raise and lower the bridge? I assume that there is a toll paid by whoever wants it open. Or is it opened at specific times of day so as to not interrupt rail traffic?
Don’t know about the bridge in the picture. I worked the B&O’s Bridge 460 in Cleveland. Normal position of the bridge was raised for Cuyahoga River traffic. When it was closed for rail traffic water vessels would sound their horn and communicate on the designated radio channel. Bridge would be raised after rail traffic cleared.
The lake freighters that trafficed the Cuyahoga River were such that they could not be turned end for end in navigating the river. If the entered the river bow first to their designated mooring, they would go back to the open waters of Lake Erie stern first. All lake freighters had tug assistance.
To my knowledge, there were no tolls applied to water traffic. I doubt water carriers would accept paying any form of toll as they feature navigable waterways predate the existance of any railroads.
There are drawbridges in my experience with CSX where water traffic needs to give 24 hour or more advance notice of their intention to navigate the waterway so that a bridge can be opened for them. Each waterway has its own enviornment and rules concerning drawbridges.
Isn’t there a NEC Amtrak bridge south of Wilmington that has an opening just on Sunday? Believe it has several day’s advance notice? Cannot remember name but opening is very difficult and expensive? Lots of personnel. Signal, track to saw and weld rail, B&B persons, maybe bridge tender/operator, and of course supervision and overall supervisor.
I’ve sailed through the Rigolets CSX bridge many times, and it seems it was always sitting open to water traffic. I don’t remember ever seeing a train on it, but judging by the link below, I’m guessing that the default position is open to water traffic, but trains have priority.
Knowing CSX - NO. It is back in service and was probably back in service within two days of the collision.
Whiled the CSX Bridge Operator was fully complicit - The Master of the tow should never have proceeded without confirmation from the Bridge Operator that the bridge was fully open.
There are 11 drawbridges on the CSX line between New Orleans and Mobile. The Bridge Operators ARE NOT CONTROLLED by the Train Dispatcher and there is no display on the CADS model boards of the status of the bridges being opened and closed. For a few of the bridges, the Bridge Operator has to get a MofW Authority to operate a track car from a parking spot to the bridge to relieve the prior Bridge Operator. There are certain sidings between New Orleans and Mobile where train crews cannot be reached by highway borne relief crews - all rail only.
Going back to Chris’s picture of the bridge – I don’t think I’ve ever seen a double-decker bascule bridge. I found it on Google Earth and looked at it from different angles. It’s an impressive piece of engineering.
I have seen small ads in the Chicago newspapers at the beginning of winter stating that the Conrail Calumet River Bridge would be unmanned and in the closed position during the winter months. 24 hours notice was required to have the bridge raised.
A different occurrence of dropping manning of draw bridges is happening. The bridges on the Brightline route are going to be manned at least during Brightline operation times. Often watched the dispatcher open the FEC bridge while dining near a ridge. the warning sign and closing . Then the long wait for the trains to pass…
Obvious why the bridges need maning for the rail traffic. Less time that a bridge will be closed for each train. That is unless oposite direct train crosses a bridge at nearly the same time. Wonder what the announced time of arrival at the bridge will be?. Can we suppose the signal system has a predicter circuit that give a constant time of arrival at a bridge. That way a slower freight does not cause an early closing.It would be interesting spacing of signals approaching any bridge . Does it have to be twice the regular stopping distance of a train? Has anyone noted if advance approach is used for these situations? That is in case PTC fails.
Most of the rail bridges in Florida are built in concert with the surrounding land contour - as such they do not clear virtually any commercial water borne traffic and all thinks considered no pleasure craft that rely on the winds for the primary motion generator.
To be safe - any signal system protecting moveable bridges MUST have the bridge securely locked in place BEFORE any proceed indication can be displayed to a train. I don’t know what signal spacing is on FEC/Brightline - I don’t know what Brightline’s intended operating speed is along the FEC portion of their right of way.
I suspect FEC signal spacing is on the order of two miles, I suspect at present Brightline will restrict their operation to 79 MPH along the FEC. If a 'Clea
After The Crowds by Chris May, on Flickr
Steel vs Stainless by Chris May, on Flickr
Halcyon Days by Chris May, on Flickr