Several days ago, the rear truck of a BNSF locomotive derailed just outside of the Temple, TX locomotive maintenance shed. Several cranes were brought in to lift the rear truck back onto the rails.
I could not see any logos on the cranes. Would they have been owned and operated by the railroad, or would they more likely be owned by a contractor?
My aunt’s father was a foreman on the wreck crew in Altoona. He along with his team were employed by the PRR. I suspect most of that work is now outsourced. Is this true?
My understanding is that most work of this kind is outsourced, to specialty firms like Hulcher who own and maintain the specialized equipment, train the crews and guarantee them better work across the wider range that a ‘flying’ contractor might provide, and can furnish bonding and insurance against any mishap. If there are any ‘union’ or craft issues it may be easier to just compensate those concerned some fair amount rather than actually work them…
I believe most of the Class 1 carriers went to contractors exclusively in the early 1980’s and eliminated operation of Wreck Trains that used company employees and company owned equipment. Contractors don’t count as employees on the company payroll, they are just an expense. The carrier has no responsibility in owning or maintaining the equipment used for wreck clearance.
Having worked with both during my career, it takes about the same amount of time to get either a Wreck Train or contractors to the scene of the incident. In the time that it takes to rig and block a heavy lift wreck crane in position to make a lift or pull, contractors with the A frame Cats will make two or three moves from more advantageous positions. With the wrecked equipment moved from the right of way, the contractors get railroad provided ‘panel track’ placed on the right of way for the prompt resumption of operations.
I watched, one day, as one of said salvage contractors came in to Utica to provide the lifting for a traction motor changeout on a CSX locomotive that had been set out there.
Two “sidewinders” came in on flatbeds with all their attendant parts. In short order they were assembled, operational, and had the locomotive in the air. I don’t remember which contractor it was, and that’s not really important.
If there’s a downside to this approach, it would have to be if they’re needed in a location without ready road access. Fortunately, there’s almost always at least a rudimentary road every few miles on most lines.
(1) Most railroad local heavy lifts are by local contractors with “the right tools for the job”… 150-200 Ton mobile cranes are expensive to own and operate. Sitting for a call that may never come is not very budget worthy for a mechanical dept. budget.
There are other ways to move loads w/o a long-boom heavy crane which suffice normally. If you get more than 15-20 feet off the rail, your heavy rail mounted derricks are of little use. A few still survive for wook in remote canyons, tight places, mountain country , etc. - but they are the exception to the rule.
If you have decent access roadways, DECENT OPERATORS who know their stuff, and “elbow room” - a mobile crane is the way to go. There are pros and cons to the types of each kind of equipment - the trick is getting the most efficient and effective use out of it.
There may be only one or two available hydraulic cranes within 300 miles of you out here. (and getting them over the road is an adventure some times)
Cat tracks and trackage don’t mix. Amazing how the unit of property test is exceeded, making a small derailment FRA reportable*, the moment the side boom cats appear. I’ll take a 980/988 loader over a D-8 sideboom cat almost every time. (unless the loader operator is green and dumber than the cat-skinner (rare))…
(*) Supts, TMs and Mechanical officials used to hide the track damage costs in their reporting - can’t do that anymore (thankfully)