BYLINE: Rich Connell

SECTION: MAIN NEWS; Metro Desk; Part A; Pg. 3

LENGTH: 1035 words

An apparently unprecedented, super freight train extending about 3 1/2 miles rolled through Southern California over the weekend, catching state regulators off guard and prompting concerns about potential safety risks and traffic delays, The Times has learned.

Union Pacific said that the train was used to test equipment and find ways to improve operating efficiency, but that the company had no plans to run such trains regularly.

Some officials worry that the train may be a harbinger of things to come in a crowded region where passenger and freight trains already share tracks that cross hundreds of intersections bustling with cars and trucks.

"I will be asking a lot more questions," said Democratic U.S. Rep. Grace Napolitano, whose San Gabriel Valley district includes part of the train route.

"If they're testing to increase the size of trains in L.A., I have a problem with that," she said.

The state Public Utilities Commission raced a team to Imperial County on Saturday to monitor the train as it headed toward the Inland Empire. The train originally left Texas on Friday night and reached its ultimate destination, a large intermodal facility near the Port of Long Beach, on Sunday.

"We were quite concerned about it, which was why we scrambled our people to be out there Saturday to essentially find out what was going on," said Richard W. Clark, who oversees rail safety at the PUC.

There are no state or federal limits on the length of trains or requirements to notify agencies about unusually long trains, officials said. Union Pacific said it did alert local federal regulators, who observed the train's movement.

The 18,000-foot-long train was two to three times the length of a typical freight train, Clark said, and the largest he knew to operate in the state.

It linked 295 rail cars, carrying more than 600 cargo containers, mostly double-stacked, said Tom Lange, a Union Pacific spokesman. Nine locomotives were spread along the train and additional personnel were on board to monitor equipment.

The train, the longest ever assembled by Union Pacific, was permitted to travel up to 65 mph as it crossed the Los Angeles Basin, Lange said. He said the train needed three to five minutes to clear a grade crossing.

The test was part of an effort to explore ways to "better serve our customers," Lange said. Such trains reduce the chances of derailment, he said, because locomotive power is distributed along the train, easing stress on couplers and other equipment.

In addition, although a long train might extend waits at an individual intersection, it would reduce overall waiting time compared to three shorter trains, Lange said. That's because crossing signals begin stopping traffic 20 to 25 seconds before each train arrives. The long train tested over the weekend was the equivalent of three mile-long trains, which would have added 40 to 50 seconds to total motorist wait time.

Still, Napolitano, who sits on the House Transportation and Infrastructure Committee, said that because there are 54 grade crossings in her district, she is concerned about traffic tie-ups.

"I don't believe three to five minutes," she said, referring to the estimated motorist waits. She said she also would look into safety risks in the event of a derailment by such a large train.

No incidents were reported during the weekend test, but state regulators were continuing to examine issues raised by such operations, Clark said.

His agency will look into what is required to safely brake a train 3 1/2 miles long, as well as possible delays for emergency responders if intersections are blocked for longer times.

Of particular concern would be scenarios in which "the hospital is on one side and the crash or heart attack is on the other side and the ambulance can't get across," he said.

The state now prohibits stopped trains from blocking an intersection for more than 10 minutes.

Union Pacific's Lange said such issues are not new because mile-long trains also can block intersections. The railroad works with local emergency agencies to plan alternate rescue routes, he said.

At least for now, logistical issues probably will limit the use of such trains, according to the Federal Railroad Administration.

"There are operational problems, like siding lengths," said spokesman Robert Kulat, who added that most sidetracks off railroad main lines can't hold such trains. It also can be "difficult to maintain radio communication" on such long trains, he said.

As for braking distance, it can take about one mile to stop a mile-long freight train, Kulat said. That should be about the same for a much longer train, assuming that proper communication and control is maintained with trailing locomotives, he said.

In general, federal regulators have not raised concerns about longer trains, he said. "It's recognized that it's an efficient way to move goods," he said.

The Long Beach-bound train carried furniture, clothing, electronics and other goods for export, Lange said. After entering California, the train traveled to Colton, through Pomona and Montebello and then along the Alameda Corridor.

Among other benefits, Lange said, such trains can remove hundreds of trucks from the road and save fuel compared to other modes of cargo transportation. Trains up to 12,500 feet -- about 2 1/2 miles long -- already operate in the Los Angeles area, he said.

Long trains can reduce crew requirements because the trailing locomotives all are controlled from the front cab, Lange said.

A spokesman for the California chapter of the Brotherhood of Locomotive Engineers & Trainmen warned that such "monster trains" raise a host of challenges for engineers.

"Nobody I know of in the railroad industry ever has run a train this size," said Tim Smith, state legislative chairman for the union.

"We're not trained for it. The longer the train, the more you have to consider the curvature of tracks . . . starting and stopping," Smith said.

"There's too much going on to be constantly monitoring and thinking about," he said.

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rich.connell@latimes.com

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The 3.42-mile train was about 18,061 feet long. If placed end to end, that's roughly equal to:

164 blue whales

78 jumbo jets

60 football fields

14 Empire State Buildings

To: Edward C. Way, Illinois State Legislative Board Chairman

Cc: John P. Tolman, Vice President and National Legislative Representative

From: Thomas A. Pontolillo, Director of Regulatory Affairs

Date: March 31, 2008

Re: Walking Trains over Broken Rails and Pull-Aparts

(3) The person shall watch all movements over the broken rail or pull apart and be prepared to stop the train if necessary; and (4) Person(s) fully qualified under § 213.7 of this part are notified and dispatched to the location promptly for the purpose of authorizing movements and effecting temporary or permanent repairs. I discussed this issue with Ken Rusk, who is Staff Director for track safety standards in FRA’s Office of Safety. Mr. Rusk advises that a railroad may designate any person as qualified, regard-less of craft or class, provided that person is given the appropriate training and has the requisite knowledge. Therefore, a member of an operating crew could legally perform this function if the railroad has designated him/her to do so. We also discussed whether or not someone who is not so designated could be exposed to person-al liability to FRA when they comply with an order or directive to walk a train over a broken rail or a pull-apart. Mr. Rusk’s opinion was that, since crews typically are not instructed concerning the requirements of Part 213, they likely would not have knowledge of its requirements. Fur-thermore, if their actions were in compliance with an order or directive from a supervisory offi-cial, they would not be held individually liable.

Dear Brothers and Sisters,

Please contact your members of of Congress and urge them to vote to override President Bush’s veto of the Labor-HHS appropriations bill (H.R. 3043). President Bush vetoed the bill on November 13, which was passed by the House on November 8 by a vote of 272-141.

The bill was intended to provide fiscal year 2008 funding for the National Mediation Board (NMB), which creates and administers public law boards. The appropriation would also fund the National Railroad Adjustment Board (NRAB). If Congress fails to override the veto, then there will be a continued freeze on public law board activities. The House vote was three votes short of the two-thirds majority that would be needed to override a veto.

The Bush administration said the President vetoed the bill because it would provide $150.7 billion in discretionary spending, which is $9.8 billion more than he requested. He called the bill’s spending "excessive."

The fiscal year 2007 budget for the NMB and public law board activities expired Sept. 30. The NMB, which funds public law boards, is operating under a continuing resolution, which provides interim funding in expectation of a 2008 fiscal year appropriation. But the uncertainty over fiscal year 2008 funding has forced the NMB to halt travel for arbitrators, and the NMB advised arbitrators not to hear public law-board cases.

A 1966 amendment to the Railway Labor Act created public law boards, which consist of one member from the carrier, one from labor and a neutral. The carriers and labor compensate their respective representatives, but compensation of neutrals — including travel, office administration and wages — is paid by the NMB through congressional appropriations.

To contact your member of Congress, you may wish to click on this link to the BLET National Legislative Office’s website at:

http://www.bletdc.org/action/congress/.

Fraternally,
Tim Smith, Chairman
NASLBC/BLET/IBT Rail Conference

CSLB News

PTERYGIUM……OCCUPATIONAL HAZARD?

Most railroaders are aware of someone in the industry who has experienced loss of hearing or someone who has back or neck pains due to the jarring movements and vibrations on the locomotives.  These are often referred to as cumulative injuries due to long term exposure common to our occupation as railroaders.  Ophthalmologist have

now suggested that a growth in the eye, pterygium, may also be considered a possible occupational hazard due to long term exposure to environmental  elements, including sunshine, UV radiation, wind ,dust and low humidity. 

Senior railroaders well remember the days when all locomotive windows were kept open to provide some type of ventilation, especially during the sweltering days of summer. Those working switch engines, locals and roustabouts had to keep the windows open looking for hand signals and crew members.  Engineers were continually exposed to all elements of weather while doing their jobs, there was no choice.  When the windows were closed they provided little protection against ultra violet radiation from the sunshine. Thankfully, some conditions have improved, but railroaders still are continually subjected to environmental elements while performing their necessary duties. Progress has reduced, but not eliminated the occupational hazard.

The long term exposure may cause a pterygium in the eye to develop. As exposure to the harsh elements of nature can damage skin, so too can these elements cause damage to the eye.  A pterygium is the growth of scar tissue and blood vessel on the sun exposed surface of the eye in response to ultraviolet damage from the environment as well as exposure to wind, dust, etc.

Chances are that you will notice a pterygium in the eye. Symptoms include tissue growing over the eye, irritation, redness and tearing. A routine eye examination can also determine if an individual has developed a pterygium. Treatment depends on the size and symptoms caused by the pterygium.  The growth towards the cornea, if left untreated may ultimately interfere with vision. Permanent removal requires surgery and recovery time.

Misc. News

This past Monday when the Officer Special went thru San Luis Obispo .. MOP Slater and MRO Fisher had there job briefing .. and it was agreed that after everyone was aboard MRO Fisher would give the highball to proceed ..MRO Fisher gives the highball and the Engineer starts pulling the train out of the depot .. They go about 5 cars and another Conductor at the depot calls them on the radio and says that will do when ya get em stopped .. They  stop the train and then ask her whats up ?? It appears Mr Duffy and Mr Young  were still in the yard office talking to crews ... !!!     Does that mean MRO Fisher failed a job briefing and is now on a Managers Level 4c for leaving Mr Young AND Duffy at the depot !!!!! ????? Does he still have a JOB .. OR WHY DOES HE STILL HAVE HIS JOB ... OR ...does it just cost him EQMS points ... like he's about at 400 now .. Mr Vialpando get  ready for YOUR NEW job  !!!!!!
 

Don't ya just LOVE IT when officials screw up??? I DO!!!!!