While NJT does have some unattened bridges, they are not remote. For example, there is one operator (bridge tender really) who operates HX, Upper Hack and Lower Hack. In the event a tug and barge need to pass, a regular occurance (maybe twice or so a week), the operator will open and close the first bridge, and then drive to the next bridge.
Morgan and Brielle are both very low (Morgan would have to open for a person on a jet ski) and have a high volume of marine traffic the entire year, and so they are kept open, and closed on the approach of a train.
Oceanport is controlled by an operator at the bridge, and actually recieved a great deal of work a few years ago.
All of the moveable bridges on NJT (excpet Brielle, which is also an interlocking station) have any associated controlled signals controlled by the affiliated train dispathcer. When the bridge needs to open, the bridge tender contacts the dispatcher, who sets the signals to stop, and releases the bridge to local control. The bridge tender then unlocks and opens the bridge. Once the bridge is closed and locked, the dispatcher takes control back.
Finally, an interesting note, while not exactly a remote control bridge, the operator at Conrail's HACK bridge, located next to the PATH Hack bridge, controls not only Conrail Hack, but also the PATH bridge, if it should need to open.
Proven Theory #2 - If you don't work for the railroad, you don't know more than the people who do, no matter how many years you've hung around the tracks, or how well you think you understand railroading.
Rest in peace Jtgshu.