History of Crane Rails

In the early days of the railways, locomotives and rolling stock were small enough to be re-railed manually using jacks and tackle, but as they became bigger and heavier this method became inadequate. Enter into this the steam crane and cable winch. Appearing about 1890, the cranes increased in size, commensurate with the rise of steel Pullman cars, so by 1910 steam cranes reached their peak of development. Many of these 1910-era cranes were so useful and powerful, that they remained in service until the 1980s. The combination of a quick-firing steam boiler, heavy steam winch, and cable hook could little be improved upon, and thus remained in service. Also, steam engines did not mind being parked for months, with a little care, and were ready to go to work when needed.

In the 1980s, hydraulic controlled diesel cranes appeared. Also, these cranes had the ability to travel on the highway so as to better able to get to the scene of an accident. They are much more mobile, and are able to manoeuvre around an accident scene, better than a crane only limited to rail access.

In the 1990s a new generation of railway cranes was developed. While the conventional diesel hydraulic road cranes were adopted with some small trolleys to move on the rail track, the new generation had a professional high speed railway chassis for up to 75 mph. The superstructure is also diesel hydraulic with telescopic boom and counterweight and designed to the railway’s specific needs. These cranes can travel with suspended loads and keep levelled even on an elevated track, due to the automatic cant compensation. It is possible to work on one outrigger only, work with boom in horizontal position under bridges or under the overhead wires. Capacities are as high as 200 m/t (metric). It makes this new generation useful for maintenance work and switch and crossing renewal, as well as recovery work.