Obviously RR’s make an effort not to stop trains on grade crossings whenever possible, however is the same effort also made on lift bridges spanning navigable waterways? Or not really? If a RR is blocking a lift bridge can they be penalized similar to how they are penalized if they are blocking a grade crossing?
Yes.
While the details on stopping on bridges of various types varies (though they do try to avoid that with all movable bridges AFAIK), I know railroads try to avoid decoupling tasks on any bridges at all, for obvious safety reasons.
Most likely they would not stop or foul a lift or swing bridge…and probably the railroad is built and operated so that they don’t have to except in an emergency. In some places around New York and New Jersey harbor areas the Coast Guard schedules the use of such spans; along the Inland Waterway there are bridge tenders in most places to handle matters. Each location, each bridge, each railroad, presents its own situation and rules and operations.
On navigable waterways spanned by movable bridges, Water Traffic has the right of way. The Normal position for the bridge is OPEN. Trains stopping on such bridges are a function of going into emergency rather than any planned stoppage. Railroads hear very quickly from the Coast Guard whenever a movable bridge cannot be opened for water traffic.
If the normal position is open then why in the Chicago area do I see so many bridges on industrial waterways stay closed for extended periods of time with no trains coming? The CN bridge in Joliet would be a great example of this.
I guess it depends on the amount of water traffic, and water traffic may still have the right of way, but if there’s little water traffic and frequent enough trains, it makes no sense to bother raising the bridge for no ships and then lower it for the choo-choo.
Local conditions, both rail and water, create local agreements for the benefit of both parties. Such local agreements would specify the amount of prior notice required. Such notice may be several hours to several days.
Bridge Tenders at the site, with knowledge and vision of both rail and water traffic are the ultimate control at those bridges.
Are there any bridges that still actually have a physical person sitting there? I thought everything these days was coordinated with cameras looking at the river and via radio from a remote location…
Bridges such as the EJ&E’s in Joliet (and the Santa Fe’s two bridges further up the river) are movable bridges, but you seldom catch them open because most of the barge traffic can fit under them without difficulty. The boats that push these barges have wheelhouses that move vertically, and can lower themselves to slip under bridges like this. The old Rock Island bridge in Joliet is lifted more often–not sure if it’s closer to the water to begin with, or has boats going under it that don’t go further up the river.
Yes, quite a few.
Which ones in the Chicago area?
Depends as Carl and BaltACD noted. Each bridge is governed by a unique agreement. There are many movable bridges where it is common for trains to stop on the bridge sometimes for 30 minutes or more awaiting rail traffic to clear ahead. There are some that we have where the main track functions as a switch lead for a yard or industries. But in general, the agreement with the USCG gives precedence to navigation, and before the railway occupies the bridge, it talks with the harbormaster, lockmaster, or whatever, to coordinate use of the bridge.
RWM
South Branch Bridge south of Chicago Union Station is manned. It’s low enough that it needs to be raised for barge tows. The Calumet River Bridge (ex-PRR) is manned during the shipping season and will be manned by appointment during the off-season. Cummings Draw (ex-NKP) is manned. There are probably others.
Is the calumet river bridge the one near Torrance and 130th south of the NS yard?
And the cummings draw bridge is the one near the skyway, correct?
The Grassy Point Draw Bridge in the Twin Ports in fairly famous. I forget the exact name, but the bridge tender is the last manually controlled interlocking or something similiar to that. Either way he is the last one left. He controls all movements on the Corridor (BNSF, UP and CP)
Last one left for this area, this bridge, or the whole U.S.?
Any interlocking that is controlled by a human is a manual interlocking. The human doesn’t have to be present at that location. It can be remotely operated. If we’re talking manual with the person at that location, there are still quite a few remaining in the U.S. If we’re talking human at that location, and a mechanically operated interlocking (rods, cranks, and levers) as opposed to electric, there aren’t very many of those remaining.
RWM
You have them transposed. Calumet River Bridge is next to the Skyway and Cummings Draw is behind the Ford plant.
Click on to the address below…a news item on NJ.COM concerning a Conrail bridge tender found dead…note he was found by his relief man…so we know of at least one railroad bridge in the New York Metropolitan area…this Conrail bridge in NJ…that is “manned” for at least two tricks.
http://www.nj.com/hudson/index.ssf/2011/01/preliminary_autopsy_report_exp.html