See:
“Who ya gonna call? Hulcher? - Railroading’s pioneer emergency service company”
by Zierke, Jim, from Trains, June 1993, p. 60
(accident wreck)
Good report, Ed - thanks ! [bow]
- Paul North.
I can say from personal experience that these “wreckers” know their stuff. Granted, the incident I was involved with didn’t begin to approach the magnitude of the IN wreck, but they do seem to have it down to a science.
I wonder if CSX pays Hulcher a retainer fee during the period that they aren’t wrecking their trains?
If you go back in time a ways, you come to a point where the only portable lifting equipment that could handle railroad cars were the railroad wreckers, known as the “big hook.” Anybody who has ever watched a railroad company picking up a wreck with this type of equipment knows what an incredibly slow and ponderous operation it is. They spend a lot of time manually extending outriggers, building a timber cribwork, and driving wedges between the cribwork and the outrigger. Then they might just make a lift to slightly reposition a derailed car, then take out the wedges, tear down the cribbing, retract the outrigger, move the crane, and start the whole process over say ten feet away.
By the late 1950s, bulldozers had gotten large enough to more or less be able to push derailed cars around, and at least get them out of the way so the mainline could be rebuilt to get the trains running as soon as possible. But what the bulldozers lacked was the ability to lift anything. Most of them only had a blade to push dirt. Some also had a powerful winch on the back that might come in handy for wreck work. But in
I don’t know current rates for derailment contractors but I used them a few times for industrial work about 10 years ago and the rate was $1,250 per hour for R. J. Corman, That got me two sidwinders, a dozer and six men plus a pick-up and a lighting unit on a trailer. The rate was port to port and if I put them on standby, then the clock started at that moment and ended when they got back to their base. I have to think track hoes, hazmat, track panels, etc add to the present base figure, especially the panels since they are an industrial item and not a service.
I know that if I needed track panels, Hulcher had them at Toledo, Ohio back then and Corman had them at Celina, Ohio, about two hours south of Fort Wayne. I later learned they have a big facility there and build them for CSX and others in that facility.
Trackwalker97
I can’t speak to the railroad (ie: CSX, or any other paying a company to be on call for wrecks or other Contracted Maint issues.)
My observation is that these companies seem to be located at locations,and areas that make it convenient to speedily respond to various rail emergencies, and available tosrepond when called by any rail company.
Hulcher Services seems to be scattered across the country, The following link shows their distribution: http://hulcher.com/locations.html
RJ Corman Derailment Services lists their locations on their website: http://www.rjcorman.com/contact_derailment.html and their home website lists the number of corporate activites and locations.
Utilco Railroad Services is a much smaller operation (with two locations in South Georgia) They are unique as they use modified lifters constructed on JD Equipment, and other specialized equipment they have constructed.Their site has lots of photos.
http://www.utilcorailroadservices.com/Locations.htm
Another company listed as doing derailment services is Terra Enviromental Services in Chester, Pa. Paul North might be familiar with those folks(?) Their website is @ http://www.goterra.org/derailment.htm
This is just a short list that I was familiar with. I have no idea where each would stad as far as size. I would defer to some of the MOW professionals who pass these Threads and respond. I would guess there are a lot more of these specialist contractors around the c
Oh, Big Hook clean ups were mezmerzing for sure. Ahd, yes, cumbersom, slow, and an ego ride for the wreckmaster for the railroad was his for the moment; he was Presiden, CEO, General Superintendent, Trainmaster, RoadForman of Engines, the local, the manifest, and the varnish crew; his machine was the only thng allowed to move on the railroad at the moment, his men were his army and no one dare apporach them on any flank. So he was going to bask in the power and the glory for as long as it took but still working fast knowing the crowning of achievement was the quickness. But it was not only newer and bigger off track equipment that brought about the Big Hooks end, it was also aided by the end of the second track. I don’ know where or which railroad track supervisor came up with the thought, some say DL&WW, but I heard also that it was on the PRR or maybe NYC. At any rate with the lack of two or more tracks on the broad right of way, it was easy make a roadway alongside the track., not one that followed the right of way, but kept railroad off track vehicles able to get to any spot on the railroad from any grade crossing without having to take to the rails. Thus the big dozers and cranes and whatever else has been invented, can cozy right up to a derailment and upright the mess in what seems like moments compared to calling the wrecker wilh the attnedent crew and train. Today, where I see large flatbed trucks alongside the former EL main in Campville, NY, replacing rail and ties is the same place I last saw the medium Steam Crane of Erie vintage called in from Hornell clean up a mess the same place where Gorick Construction followed trackside years later for Corail mishaps. Today’s Hulcers, R.J.Cormans, Goricks, and others remind me more of oil well rig firefighting outfits more than the burly wreckmaster and his crew, jumping from railroad and wreck to railroad and wreck rather from the muster of the roundhouse wail at the nearest division poin
The interesting aspect to this location was that it was in a pretty big cut. The line is nearing the “summit” of a 10 mile grade (only about .4%, but enough to slow things down). The rail line is about 20 feet below the lay of the land.
So, there was a considerable number of trees that were simply removed, in order to gain access to the wreckage. So, not only was there cleanup, but the first thing that had to be done was the removal of about 50 - 75 feet of trees, nearly all were probably 18" - 24" in diameter.
The local Hulcher site is in Hammond and I will be calling on them this week (sales call) and hopefully gain a little more info. Quite an operation.
Ed
Ed, could you confirm which train was involved in which position, or was cleanup too far along for that?
Carl:
All trains were westbound.
The empty Ethanol train was stopped on Main 2. Typically trains which are going thru the crossovers at Suman will stop at County Road 400 East, which is appx MP225.5. Suman is MP 226.7. This location allows WB trains NOT to foul road crossings. The intermediate signal is located east of County Road 400 at MP224.6. The bridge is appx MP224.2.
So, the Ethanol train is from MP 225.5 and is probably 5000 feet in length and ends about MP224.5.
Q395 runs into the Ethanol train. There is a sweeping right hand curve, about the middle of which passes under the bridge. The previous signal is MP222.2 (four deuces) to the east. So, there is limited visability from just east of the curve to the bridge. Plus the train was going downgrade (.38% grade).
The Q395 would have struck the Ethanol train at appx MP224.5 on Main 2 and the resulting derailment fouled Main 1 (the northern track).
Q161 was running on Main 1 at a speed reported to be 57mph. Intermodals are carded for 60mph thru the area. The HBD is located at MP225.8 and the speed of the train is reported. Almost all WB intermodals run thru the area at 60mph, unless a restrictive signal or crossing over at Suman.
Q161 hit the debris and the locomotives derailed to the northside, away from the ethanol train (THANK YOU VERY MUCH). The three locomotives ran up the embankment and came to rest about 200 feet from the lead engine of Q395’s lead engine.
Q395’s lead engine appeared to be burned and severely damaged. The 3 units of Q161 probably will be able to return to service, from the appearance.
Photos were emailed to Trains this morning, perhaps they will have those on line today.
Ed
Thanks, Ed! This all makes sense. It just changes the layout from what I said (which I will withdraw, just because it’s inaccurate), but still reflects the same cause: the following train (now determined to be the manifest) didn’t comply with the restricted speed rule (that “half the range of vision” part means that visibility around the curve should not have been an issue).
Two very important questions about the manifest crew’s behavior will be: what was his speed going past 222.2 (should have been 15 or less)? And did he acknowledge the signal he received over the radio (as is still a CSX rule, I believe)? Event recorders and recordings of radio transmissions should hold those answers.
Carl:
You have it. It helps if you look at Google maps - satellite view to see the layout of everything. Typically, the dispatcher will instruct the trains that they will be holding at Suman for an “event”, in this case it would have been Q161 running around. Now, I would have to look at the map to see what road crossings would have been fouled east. I know there is one east of Indiana Rt 2, but with “restrictive” aspect, the train could have proceeded past 222.2 (four deuces as it is often called) and proceeded at 15mph or 1/2 stopping distance.
Now, here is the the obvious issue. Were they in compliance with “restrictive”? I am not sure if locomotive event recorders hold verbal acknowledgements such as the signals. BTW, CSX does require calling out of signals. Also, the Ethanol train typically would have said something to the effect of “CSX train K___, engine 1234, stopped at MP 225.5 with 5000 feet of train.”
As the NTSB inspector told me this is either signal malfunction or (he didnt complete his sentence), to which I said “Crew fatigue?” and he nodded his head.
This was a very unfortunate location for this to have occurred, due to the sweeping curve. Q395 would not have seen the train stopped until perhaps 100-200 yards. If the train did receive a false indication at 222.2, then the train would have been proceeding at track speed, unless he/she was aware of movements ahead.
The following Q161 would have been running up on Q395’s train and noticed it had stopped, probably rather abruptly and might have thought “what the heck?” but would not have had a visually until the 100-200 yards. So, if Q161 was near the front of Q395, it would have had absolutely no idea of the impending danger until rounding the curve. The speed of 57mph indicates they might have reacted and the speed had dropped from 60 to 57.
It was a “Perfect Storm” for a massive derailment. Had
Just one more comment about the derailment site. Something puzzled me and I still havent figured it out. Looking down from the bridge, there were 2 covered hopper grain cars on track 1…the same track as the intermodal Q161. These were a couple hundred yards from the derailment site. Those cars should have been in Q395 and on track 1. It puzzled me so much I took photos of the cars, with the undamaged intermodal cars in the background on the same track.
Any ideas here? Perhaps these were rerailed on to track 1.
Ed
When I am Wreckmaster at a derailment, I will put a lightly damaged car back on the nearest available track. If we had to right a car where it would be closer to the next track over, that is what we do. The goal is to get the tracks cleared quickly and with the least amount of damage to equipment and property.
Trackwalker97
That had to have been it. The cars didnt seem too damaged. Both had an orange sticker on the car. Do you have any idea of what that denoted?
BTW, both mains are now open.
CSX is running trains thru the area at 25mph. That was quick. Meanwhile the cleanup in the field continues. Containers, in true intermodal fashion, are being loaded onto flatbed trailers, by two cranes.
Ed
For those interested, Trains has on their newswire a posting of photographs of the derailment.
Ed
Cool photos, Ed! [bow]
Appreciate your sharing them with us. They were very fortunate that there were no worse injuries than those reported. [tup][tup]
Ed
Nice coverage, photos and all.
Looking over your post on the event, it seems probable that the intermodal train may have been running alongside the tank train or at least very close. It could easily have been running on a clear signal and the cars coming off the tracks from the collision could have been going over right in front of them.
Jay
Those clean up crews are worth their price.
As far as the stickers- shop tags?
I was going to say bad-order tags; that orange seems to be a universal color for those tags these days. (CNW used to use plain red.) Those cars will be taken to a RIP track somewhere for inspection and repair. We used to bad-order anything that had been involved in a derailment, no matter how insignificantly.
Edit: I just had a look at your pictures, Ed; good coverage! Yes, that tag on the RRRX covered hopper is a bad-order tag; that’s probably what the black line says. That was one of the cars lying on its side in the first picture I saw.
The three locomotives starring in various photographs there (5387, 5284, 320) were on Q161, the stack train. Not sure which unit that is in photograph 8. Perhaps it was CSXT 517, the lead unit on the Q395. That train’s other unit should have been an IC unit.