They could have. Maybe those 2 fellas on the roadbed were nearby so it was quicker to "jump" the train rather than waiting for the follower to add up. At least at NYCT, they don't like adding and cutting trains with passengers aboard in case of a hard add or hard stop upon uncoupling. Last thing you want is a passenger injury and lawsuit.
When you have 4 cars and you have such a long gap, you should enter it with enough momentum so that you know you can get to the other side to pick up the third rail once again.
For those of you unfamiliar with CTA terminology, MM there are now referred to a “Rapid Transit Operators” due to the entire system being OPTO. An Instructor I know there claims that the title change was made when the system went OPTO since the M/M now had more duties than just stopping and starting the train. In NYCT, the title was changed from M.M to T/O because T/O is gender neutral.
Something I just thought of, on OPTO, on outside sections of the line, are there still mirrors on the outside of the T/O's cab to look back along the train, or have these been supplemented or replaced by cameras, with a monitor (?) of some sort visible to the operator in the cab.
I was thinking that just with a mirror, it might be difficult to view the entire train length, during any kind of heavy blizzard, or some kind of thick pea-soup fog; when it might become difficult to impossible to see more than maybe 1&1/2 cars looking back along the train.
I "think" this the intersection where the gap-out happened, Lake & Wells. Big radius curves, probably produced large areas of no third rail, plus whatever the shoe to shoe spacing was on the car, and ,bingo, we have a gap -out! The posters on Facebook said the operator was probably going too slowly through that intersection.
Why not have a battery setup good for about one minute of 1/2 power?
That's more than enough to roll through any gap (1 min partial power would accelerate to at least 10 mph), and the batteries could power the lights for several hours, or the heat/AC for perhaps an hour. Enough battery to move the train a significant distance would be expensive and heavy, but just enough to move 100 yards ain't much. Could do it with nickel-iron Edison batteries which can last 50+ years.
A few years ago, the MTA experimented with4 R-32s that had flywheels installed so that the trains could keep moving in the event of either a sudden power outage or if the M/M inadvertently entered a power area. I never heard the results of the experiment.
He became a super. Congratulations to him! The first time I went to Chicago to look him up in 1989 at the recommendation of a friend at the NYCTA who had worked for him at the CTA, every other CTA employee who knew him had only the best things to say about him.
I think you misunderstood. CTA hasn't used the title superintendent in about 25 years. They were renamed managers. Different titles, but still bosses. I think he used the word super as an adjective to describe Mr. Zupko. John is still an instructor.
OK. A mutual friend did mention to me that John had been made a supt of the Blue Line at one point which would have been 20 plus years ago but John decided he preferred being an instructor and returned to his old title.