The Wrecking Derrick: Railroading's Unsung Hero

Published: November 20, 2024

In the vast and rich history of railroads, several essential elements work in concert to ensure its smooth operation. Among these, the wrecking derrick holds a place of unique importance.

Often overlooked, this robust piece of machinery plays a crucial role in maintaining and restoring service in the aftermath of a derailment or accident.

Nicknamed the "big hook" most railroads of the classic era owned at least one, which were not only tasked with clearing a line but also rerailing cars and/or locomotives.

Today, most surviving wrecking derricks have been relegated to museums as the industry has outsourced cleanups to companies like RJ Corman, which utilize sidebooms to handle such tasks.

Detroit, Toledo & Ironton wrecking derrick #99402 is seen here stored in Flat Rock, Michigan in September, 1982. As their name suggest, these steam-powered machines were regularly used years ago to clean up derailments and wrecks. American-Rails.com collection.

Origins and Evolution

The inception of the wrecking derrick is deeply intertwined with the history of the railways themselves. As railroads expanded throughout the 19th century, the need for efficient recovery and repair operations became apparent.

Derailments and accidents, inevitable byproducts of burgeoning rail service, required an efficient solution for clearing tracks swiftly.

Early versions of the derrick were rudimentary, often relying on manpower, mules, and basic pulleys. However, as the complexity of rail networks increased, so did the sophistication of the cranes and crews.

To devise a quicker and safer method for wreck handling, railroads turned to the inventors of the first steam-powered lifting devices.

The Industrial Works of Bay City, Michigan, later known as Industrial Brownhoist Corporation, led the way in creating derricks, making the first steam wrecking crane in 1883 with a 20-ton lift capacity. By the early 20th century, these machines could handle between 40 and 100 tons.

In 1913, Industrial Brownhoist unveiled a 120-ton model and soon followed with 160- and 200-ton derricks, culminating in a 250-ton version in 1941. Bucyrus-Erie Co. of South Milwaukee, Wisconsin, also built a 250-ton model, while American Hoist & Derrick Co. of St. Paul, Minnesota, focused more on cranes for lighter maintenance and industrial tasks.

Technical Specifications and Design

At its core, the wrecking derrick is a specialized crane intended to lift and move heavy objects. The design typically includes a robust steel frame, a rotating superstructure, and a telescopic boom equipped with a hook or other lifting devices.

The derrick's setup takes into account its primary operational environment—beside long stretches of railroad tracks. The undercarriage was often mounted on specialized trucks, allowing it to travel directly on the tracks to the site of the incident. This mobility was a pivotal feature, ensuring that no matter how remote or inaccessible the location, help can be on its way swiftly.

Just like steam locomotives, steam derricks originally used coal or oil for fuel. As railroads transitioned to diesel locomotives in the late 1940s and 1950s, many coal-fired derricks were modified to burn oil instead.

Over time, numerous derricks had their steam boilers and engines swapped out for diesel-electric power plants, and some were even constructed as diesel-powered from the start. Before the diesel's widespread use, a few derricks operated with gas-electric or fully electric power systems.

Many models came equipped with propulsion systems enabling them to move at slow speeds of 4 mph or less. This feature was intended for minor adjustments in positioning, not for travel to job sites.

Typically, derricks were outfitted with two hoists: a main and an auxiliary. The latter, positioned at the boom’s tip, could lift less than the main hook—60 tons compared to 250 for the largest models—but offered a longer reach, making it ideal for moving debris and cars.

The primary role of the main hoist was to lift and reposition locomotives back onto the tracks. Instead of attaching the hook directly to a load, cable slings, chains, and spreader bars would be used with the main hoist.

Role in Accident Recovery and Rail Maintenance

In the event of a derailment or collision, the clock immediately starts ticking. Every moment a track is out of commission results in potential delays and financial losses.

Herein lies the crux of the wrecking derrick’s importance. These machines serve as the frontline warriors in accident recovery, meticulously removing obstacles so the railway network can be restored to service.

When a wreck happened and the call for the derrick went out, the crew quickly assembled at the special wreck train, which departed the terminal as swiftly as possible. With the potential for people to be trapped in the wreckage, every minute counted for the derrick's fast arrival.

The railroad also needed to clear the line to resume normal operations. Speedy handling of derricks was critical, especially with the imposed speed limits: typically 35 mph with the boom trailing and 25 mph with it leading.

Derricks came with a lot of support equipment and personnel needs. They were paired with special flatcars, known as boom cars, that carried the overhanging boom and essential equipment for cleaning up after the wreck.

Given that a wreck train might be deployed for several days, accommodations for feeding and resting the crew were necessary. Old passenger cars or converted boxcars were used, providing kitchen, dining, and sleeping areas. In addition, a tool and storage car carried torches, lights, generators, cables, and chains.

Flatcars loaded with sections of panel track were also part of the setup, ready to replace any track damaged in the wreck. Similar to fire engines, derricks and their support cars were rarely used, but needed to be in perfect condition when required, meaning they were well-maintained and frequently repainted.

As the wreck train neared the site, the derrick and boom car would be switched out. The locomotive then pushed the derrick up to the wreck. Often, two derricks would tackle a job, working from opposite ends.

To prepare the derrick, the crew would extend the outriggers to prevent tipping and minimize stress on the running gear, determine the proper boom angle, and choose the appropriate hoist for the task.

Conclusion

The wrecking derrick, though less glamourized than other railway components, stands as a testament to the resilience and adaptability inherent in the railroad industry. It is a critical cog in the wheel, ensuring that disruptions are met with swift and effective responses, thus maintaining the lifeline of commerce and connectivity that railways provide.

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