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...
Hulchers, Cranemasters, and RJ Corman are the big players.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
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.
A wreck train oops - with a 250 ton crane
Contractors at work
Never too old to have a happy childhood!
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.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68If 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.
They'll just drive the equipment down the tracks if need be.
(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)
zugmann tree68 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. They'll just drive the equipment down the tracks if need be.
tree68 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.
(*) Supts, TMs and Mechanical officials used to hide the track damage costs in their reporting - can't do that anymore (thankfully)
BaltACD Contractors at work
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