The Bayou Boeuf Bridge Tender Remembered

It has been a long time, over two years, since I've done anything serious on this blog.
Train chasing is not serious, just the opposite.
Historical research is serious, but fun if you have a reason to do it.
Information from someone that has a link to that research subject is priceless.

Bingo.  He let a little technical stuff go. That's the first paragraph.  Then, mercy, he let the human side slip out allowing the reader to be at that bridge tender's kitchen table.
Below are those 2 paragraphs

. 

I probably told you about the Boeuf bridge being my first assignment on the SP. A family lived on the east bank of the Boeuf and the old man was the bridge tender, possibly an SP owned house, I can't remember. The bridge was operated manually with a big "key" that was inserted in the mechanism in the middle of the swing span, it was T shaped and 2 guys could open and close it fairly easy, just a lot of round and round we go. I was sent there to learn the bridge in case a relief was needed. Never went back.

 Reflecting on my brief career at Boeuf, I'll share this before heading for bed. 
Sitting at their kitchen table drinking coffee (overlooking the bayou and bridge) early 
in the morning, hearing a train horn in the distance, the old man says to me " Mais finish our

coffee cher, we got time to get de bridge". Good, mostly French speaking family.

I would guess that was in the late 60's when my contributor worked for the Southern Pacific RR.

At this point I'll give you a little history starting about the time that these rails were first laid.

Then there will be a mile of info on rebuilds and this and that.
As far as I'm concerned, the good stuff is above, the rest is fluff.

The Civil War is winding down and this is a report from a Federal soldier transcribed by a historian who warns about the embellishing these reports had within them.  Alright, just call it lying. It was fragrant in the Red River Campaign.

So, the Bayou Boeuf Bridge has a little history.

These rails could tell tales.

But, today, you have to dig for history.

Here are a few pictures of bridging Bayou Boeuf.

From its design, I thought it was the Atchafalaya Rail Bridge at Morgan City. 

I can't give you an age on this version.

I think it had to be before my contributor's time.

The swing bridge.

This is a late 1980 areal (GE)

My marker is a red roofed house in the lower right corner with the road going beneath the rails.

The east side, where the bridge tender's house was, is to the left so this is from the north.

I'll ask him to tell me where it was in these shots.

From the north.

This one is from the south. 

Red roof is upper right.

 From the I-10 Boeuf Bridge. I had been afraid of crossing it in the wind and had chosen much less traffic on "Old 90's more southern bridge that went through Amelia. That bridge can be seen far down the bayou.

  I found one of it opening.

Then I found this gem which I forgot to date. Lots of work has been done to this accident prone bridge.  So, it could be any of the projects listed below.

Could it have depicted the epic exchanges within:  Where is the Sunset Limited? 

And, this one I questioned before locating the red roof.

 

The Projects:

 AMERICAN SALVAGE ASSOCIATION NEWS RELEASE 801 North Quincy Street, Suite 200 Arlington, VA 22203_

2007_______________________________________________________________________ FOR AMERICAN SALVAGE ASSOCIATION MEMBER RESPONDS TO DAMAGED RAILROAD BRIDGE 

Washington, DC – On July 10, a member of the American Salvage Association (ASA) was contracted, following an emergency call, to lift the Bayou Boeuf Railroad Bridge in Amelia, Louisiana, which had been struck by a tug and barge resulting in significant damage to the bridge span. Upon arrival at the site, the ASA member lifted the damaged 200-ton bridge span and placed it onto a deck barge. The bridge span was then transferred to a local repair facility where the member company again lifted the bridge span and placed it into the repair yard. Upon completion of the repairs, the bridge span was placed back on the deck barge and transferred back to the rail line where it was put back on to its supports, allowing rail traffic to resume. “The repair of the railroad bridge in Louisiana is another example where a professional salvage response was needed to help restore normalcy to the surrounding community,” said ASA President George Wittich. “An ASA member was quick to respond and do it successfully.” The American Salvage Association is a trade association promoting professionalism and improving marine casualty response in American coastal and inland waters.

The bridge was rebuilt in 2009. Click Here


In 2009, the Boeuf Bridge made news:

The Bayou Boeuf bridge
 
BNSF Engineering teams completed construction on the Bayou Boeuf Bridge near Morgan City, La., replacing the aging, 102-year-old, 693-foot bridge damaged by marine vessels with weather-resistant steel and concrete. The bridge's 150-foot center swing span was also replaced, allowing the bridge to open more quickly for marine traffic and minimizing train delay.
"The new bridge can open for boat traffic in just five minutes, as compared to up to 20 minutes in the past," said Steve Millsap, assistant vice president, Structures.
Additionally, trains were formerly limited to a 25 mph speed limit across the bridge. Now, freight trains can travel 40 mph, and passenger trains are allowed to travel at 60 mph.

 Burns - McDonald:

Our team provided design and engineering services for the replacement of a 700-foot through plate girder bridge with a center pivot swing span over Bayou Boeuf in Amelia, Louisiana. The project entailed replacement of the existing superstructure and the addition of six new piers between the existing piers.
The new bridge consists of both concrete and steel spans and features 22-foot diameter filled sheet pile protection cells upstream and downstream. The design utilized prefabricated pile driving templates and bracing during construction.
In addition to bridge design, the team provided all of the mechanical and electrical design for upgrades to the 150-foot TPG center swing span. The improved span features flux vector variable speed drives to control the span drive motors and closed-circuit television (CCTV) surveillance cameras with DVR.
The team also provided all necessary regulatory permitting and developed construction staging to minimize traffic disruption.

More work: 2010, I think.

Koontz Electric was awarded a $ 2,800,000.00 contract for the electrical, controls, instrumentation, and PLC programming for the Bayou Boeuf swing span railroad bridge over the Bayou Boeuf River near Amelia, Louisiana for Burlington Northern and Santa Fe Railway. This bridge, better known as the Bayou Boeuf swing span bridge, had to be changed out in a 96-hour window from start to finish so railway and waterway navigation traffic would incur little interruption. Koontz Electric self performed 90% of this work with our own forces. The project was unique and innovative because the minimal amount of time allowed during the railway closures for replacement of the spans and center pivot swing span bridge. Planning, scheduling, prefab opportunities, and coordination meetings were the successful keys to the project all while being completed during the peak of hurricane season.
Architect/Engineer: Harrington & Coretelyou, Inc.
Owner: BNSF Railroad Company

Another bump:

The Coast Guard has issued a temporary deviation from the operating schedule that governs the Burlington Start Printed Page 10524Northern Santa Fe (BNSF) Railway Company swing span bridge across Bayou Boeuf, mile 10.2, at Amelia, St. Mary Parish, Louisiana. The deviation is necessary to complete scheduled repairs necessitated by a bridge allision. This deviation allows the bridge to remain in the closed-to-navigation position for sixteen consecutive hours.

This deviation is effective from 6 a.m. through 10 p.m. on Thursday, March 14, 2013.

The BNSF Railway Company has requested a temporary deviation from the operating schedule of the swing span railroad bridge across Bayou Boeuf, mile 10.2, at Amelia, St. Mary Parish, Louisiana. The bridge provides no vertical clearance in the closed-to-navigation position. However, the bridge will be able to open in the event of an emergency.

In accordance with 33 CFR 117.5, the bridge currently opens on signal for the passage of vessels. This deviation allows the swing span of the bridge to remain in the closed-to-navigation position from 6 a.m. through 10 p.m. on Thursday, March 14, 2013.

The closure is necessary in order to change out a shaft and reducer gear damaged during a bridge collision that occurred last year. Notices will be published in the Eighth Coast Guard District Local Notice to Mariners and will be broadcast via the Coast Guard Broadcast Notice to Mariners System.

Navigation at the site of the bridge consists mainly of tows with barges and some recreational pleasure craft. Due to prior experience, as well as coordination with waterway users, it has been determined that this closure will not have a significant effect on these vessels. An alternate route is available by using the GIWW, (Intracoastal Canal) Morgan City to Port Allen Alternate Route.

In accordance with 33 CFR 117.35(e), the drawbridge must return to its regular operating schedule immediately at the end of the effective period of this temporary deviation. This deviation from the operating regulations is authorized under 33 CFR 117.3



 


I'll add this since the chart mentions the Morgan City RR bridge.
A nice shot from the north.

 



 

Here goes nothing. I'll try to copy the email exchanges. This must have been an all together different occurrence I have dated as 1012.

Rail Mystery: Where is the Sunset Limited? A Crisis at Bayou Boeuf

This is a reconstruction of a discussion that began late one recent afternoon and continued into the night and the next day. For a number of hours, the general public, and I, did not know the whereabouts of the train, its crew or passengers. This report covers several conversations I had with people who are usually on top of anything going on upon the local rails of BNSF's Lafayette subdivision.

To begin, I sent out a note to those people who I associate with knowing what is going on.

I wrote: I just heard, "Amtrak is headed back to New Orleans" from dispatcher Karen (BNSF) talking to an engineer that is trying to leave Lafayette headed east. He's going to have to park it at Berwick for some reason until the arrival of..., I guess a west bounder.

The Sunset Limited, moving against the grain (headed east instead of west), is really fouling things up, it seems. She said she's going crazy and was talking to 4 trains, one right after another. I have a feeling the train has broken something while still closer to New Orleans than Lafayette, but is able to limp home, all speculation on my part. Steve

If anyone has heard something on that, inquiring minds would like to know. I could still be in Lafayette waiting on it.

The first reply:

Someone said that the Sunset was significantly overdue in New Iberia, but nobody knew why. This is the first anybody has heard of a return to New Orleans. I'll let you know of what I learn.

He followed with:

The train is thought to have departed Schriever westbound on-time. Whatever happened was probably west of there. Those in New Orleans have thus far reported hearing nothing. At about 4:30 PM, a westbound train with a British Columbia Railways locomotive in the lead was reported past New Iberia.

Me:

"Late at New Iberia" certainly jives with what I heard. Karen (the dispatcher) said something to the effect "that's really bad" and the engineer agreed with her. Now, they could have been talking about anything, but I have a feeling it was more than a small problem or incident. It has not been mentioned again, so, the train, again guessing, has probably made it into NO. Thanks for the get back.

I continued:

I'd bet it was still on the east side of the Atchafalaya when the problem occurred. So that really narrows it down. I heard the dispatcher talking maybe a little after 5PM? Normal is for the train to hit New Iberia about 2:45. I'd guess Morgan City about 2pm Too bad local (6:00) news is over. 10pm local news in that area might have something.

Reply:

At 7:10, the Sunset was at a stop in Schriever. That's all I know.
As of 4:40, the Sunset was reported sitting stopped on the main about a half-mile east of the Bauou Boeuf bridge between Boeuf and Amelia. So, between then and around 7:00, it had backed to Schriever. (20 miles)

Big Map: Click to enlarge, hit X in upper right corner to return.
Track distance: Bayou Boeuf rail bridge to Schriver, 21.3 miles.



He continues:
It was reported at 8:16 that three charter buses had just arrived alongside the Sunset at Schriever. This means that Amtrak is forwarding the passengers by substitute carrier.

Are you hearing any activity by freight trains that are or aren't moving either way through the Lower Atchafalaya area? That could indicate if the problem is with a bridge or with the Sunset's own equipment.

Me:

I had to turn the radio off so I haven't been listening.
I figured the buses would be showing up. Only 3?
Prior to having to disconnect (tv room, too) I had only heard about the train that had to cut itself up to provide for the crossings at Berwick. I may have heard that it was lined up behind another train, but do not quote me on that. The engine side of the transmissions get a little scratchy below Cade. The fact that the Sunset was able to back the 20 miles (?) probably indicates there isn't anything wrong with it.

I was thinking that if it was going back to NO, it might have cosmetic damage due to a collision at a crossing. If a bridge is out there is no acceptable detour. I'm betting on a bridge problem. But, it seems that would be the squawk on the radio. Now the radio is dead. I'll see what I can hear out of Livonia. Whew, if that bridge at MC has been hit or has major mechanical problems, that is not good news.

I continued:

9:45: A BCOL4644? train (the British Columbian he spoke of earlier) was cleared to proceed from Broussard west to Iowa Jct. Had it been sitting since before 5 pm?

Reply

Double-checking the earlier report, it said "three or four buses had just pulled up." Maybe they were the first to arrive with others to follow.

I have a report at 9:57 that Amtrak had sent a locomotive from New Orleans to help retrieve the train, and at least part of it has departed Schriever eastbound. That suggests the possibility of mechanical problems. If not, once the passengers were on buses, its own power could have run around the cars on the Schriever siding and pulled it back to New Orleans with the power in the lead. (Later he added: But both engines were facing west, "elephant style" and probably no wye to switch them around)

Below is an engine similar to what was sent to rescue the Sunset.



I continued:

I wonder why a replacement engine or set of engines was not sent to replace the problem engine instead of buses earlier. So, we can rule out bridge failure. The westbound trains almost always have 2 engines. I have seen an instance of just one but it may have been shorter. If an engine was available it seems that replacing the problem engine would have been the ticket if an engine was available to pull the dead engine back, also. If only one engine was sent, only part of the train could be retrieved if there was no other running engine because it has to haul up the HPL which I'm sure is no cakewalk. But 2 engines out? There must have been something seriously wrong. I can't figure out why the NO engine and a working engine of the westbound couldn't pull the whole train back leaving the dead engine in Schriever for a tomorrow pull back. Lots of variables there. I still say the smart thing would have been to send a replacement to keep the money rolling west.

Reply:

I should have made clear that the engine thought to have been sent was one that's normally used as the Amtrak switcher there at New Orleans Union Passenger Terminal. It might not have been suitable to go to Los Angeles, and it would have been needed back home. Maybe that's all that Amtrak had available.

One healthy locomotive should have been sufficient to get the train to Lafayette, where a spare locomotive could have been obtained from BNSF. The problem seems to have been more than just an engine dying. Yet, it seems that at least one was running. If not, they somehow got help to back the train from Boeuf to Schriever. You're right that one locomotive probably couldn't do the HPL, but one is usually sufficient for flat land. The second one is for backup and the grades farther west.

I replied the next morning:
Amtk east due here at 10:15 this morning.

Reply:

I have just received word that it was a "bridge strike" that stopped the train. I don't know which bridge or whether it's resolved. If not, today's eastbound might take the UP via Livonia, or it might be bussed from some point west of the bridge. Perhaps you can determine whether freight is flowing as usual.

In any case, today's eastbound wouldn't have used yesterday's westbound's motive power, even if things had gone perfectly. It takes much longer than that for a train to get to Los Angeles and come back.

He continues:

I just checked the status of today's eastbound between Houston and New Orleans on the Amtrak web site. It says that, due to a service disruption, please phone Amtrak for more details.

Get ready for a chuckle as I asked:

What is a "bridge strike"?
If Amtk takes Livonia it will miss the New Iberia and Lafayette depots. Hum?
I'm sure "strike" means something mechanical and not a labor union issue. But, ... Thanks.
PS: Don't laugh, but if bridge tenders went on strike it would wreck havoc in La.

Reply:

A "bridge strike" is when a bridge (usually a support pier) is struck by barges, etc. There's not always damage, but there has to be an inspection before rail traffic is allowed.

If it goes via Livonia, the passengers bound to missed stations would be bussed, and the same bus would go through to New Orleans to take any eastbound passengers from those stations.

Reply:

An observer in New Iberia reported late this morning that it was the bridge at Bayou Boeuf that was struck. The damage was not bad, and it has reopened. The line was still closed, though, due to work windows for the tie gangs working down there somewhere. Today's Amtrak should be allowed to pass--assuming that some mischief did not befall it somewhere to the west.

(Tueday's eastbound was cancelled past San Antonio)

I suppose anything is possible concerning swapping power with the Texas Eagle which connects at San Antonio.

Maybe both of the locomotives on the Sunset were facing forward ("elephant-style"), which would mean that they wouldn't be ideal for leading back to New Orleans, even if they did run around the train. I don't suppose there's a wye anywhere near there. You'd know better than I which way the second unit usually faces.

The locomotive reported sent was B32-8WH 504, like its sister 506 (pictured)

Me:

I just heard a freight get a warrant from Lafayette east to Cade, but then the engineer said that he had work to do in Schriever, so whatever the deal with the "bridge strike" is now history. The mysteries persist. Was there a broken down engine or not? Did a breakdown and a bridge strike happen last night? Must have if a retrieval engine was sent. / Steve

I continued:

No, I distinctly heard that engineer last night say, "too bad about the Amtrak", nothing about a bridge or maybe he meant "too bad about the Amtrak" due to the bridge?

Reply:

"Too Bad" explained.

In addition to the normal payments for track use, Amtrak offers performance incentive bonus payments to its host railways if they will meet certain stringent goals for getting trains across their routes on-time (or on-time relative to when the train was received off connecting tracks of another railway).

BNSF works hard to earn the extra money and earns more of it than any other railway by far. In fact, BNSF has a "Passenger Service Manager" on duty 24/7/365 at the Fort Worth headquarters to prevent or minimize any delays to Amtrak trains while on BNSF. The same managers also handle any problems that arise on the commuter services that use BNSF rails (Chicago, Albuquerque, Seattle, and perhaps Los Angeles).

So, if something hit a bridge, the first question on everybody's mind would have been, "Did the Amtrak train get by before it happened?" If not, then that was "too bad about the Amtrak."

He continued:

I have confirmation that 504 and 159 were both sent to bring the Sunset back to New Orleans. The latter had come in on yesterday's City of New Orleans. The radio chatter last night had referred to 504, undoubtedly because it was in the lead westbound. Almost certainly they would have been sent out back-to-back to that 159 could lead on the return. I'm guessing that the reason they were sent was that the Sunset's power was elephant-style.

I also hear that the eastbound Sunset was turned and went west on schedule from San Antonio, with its eastbound passengers getting bussed.

Me. Unfortunately, here at 2:30 on the 2nd day after the crisis, I have not heard if Amtrak has left New Orleans and is headed west. Possibly a reason for this is that I have not turned on the radio. That has been corrected and I am now monitoring hoping to close this episode with a "All has returned to normal" message.

Update, 2 days after the incident: Westbound Sunset Limited is late at Berwick, across the Atchafalaya from Morgan City. Is 3pm. It is 1 hour late. It was not an hour late. I just intercepted it at 3:40.

Check this Link for MORE


Update, the 4th bus just arrived in an anti-climatic moment.

I'll bet the old Cajun Bridge Tender would have been glad to have stayed in his time when hearing the train's horn did not mean you had to hurry.