Pro Publica has a very interesting piece on the way railroads have been making trains longer and longer, without doing the corresponding safety properly. Lots and lots of one or two mile trains with empty cars in front and heavy cars in back and other safety mistakes; result: lots and lots of derailments.
I’m all the more interested because as I think I’ve mentioned a few hundred times I live near the tracks, and enjoy hearing the locomotives thundering past, especially at night. Sometimes they’re especially thundery, so then you know there are four or five locomotives pulling that one train, and maybe one at the back too. When I walk on an overpass above the tracks I often stop to look at an especially long parked train; sometimes they’re so long I can’t really see the end, only a blur. The length of them has surprised me but I didn’t realize it’s an innovation…or how dangerous it is.
Trains are getting longer. Railroads are getting richer. But these “monster trains” are jumping off of tracks across America and regulators are doing little to curb the risk.
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[T]he corporations that ran those trains had recently adopted a moneymaking strategy to move cargo faster than ever, with fewer workers, on trains that are consistently longer than at any time in history. Driven by the efficiency goals of precision scheduled railroading, companies are forgoing long-held safety precautions, such as assembling trains to distribute weight and risk or taking the proper time to inspect them, ProPublica found. Instead, their rushed workers are stringing together trains that stretch for 2 or even 3 miles, sometimes without regard for the delicate physics of keeping heavy, often combustible tanker cars from jumping off the tracks.
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Today, the rail administration says it lacks enough evidence that long trains pose a particular risk. But ProPublica discovered it is a quandary of the agency’s own making: It doesn’t require companies to provide certain basic information after accidents — notably, the length of the train — that would allow it to assess once and for all the extent of the danger.
Ahhhh that old trick – don’t collect the data on X, so that you can truthfully say you don’t have the data to show that X is a risk. Clever.
On July 31, 2017, CSX assembled Train Q38831 in a rail yard in Chicago, destined for a city outside of Hyndman. It had five locomotives at the front and 136 cars trailing behind, about half hauling hazardous material: propane, isobutane, ethyl alcohol, phosphoric acid and molten sulfur heated to 235 degrees Fahrenheit. It was a bomb train, as some workers refer to them, given its combustible cargo. When it left the yard and traveled east, the train grew. In Lordstown, Ohio, workers added 28 cars. In New Castle, Pennsylvania, they added 14. Now the train was 2 miles long.
Engineer Donald Sager, who boarded the train on the night of Aug. 1 in Connellsville, Pennsylvania, about 50 miles west of Hyndman, was uncomfortable with it. It was, he later told federal investigators, “big and heavy and ugly.” It had 38 empty cars near the front with almost all the train’s tonnage behind them, so the empty cars would be lurching around as all that weight bore down on them. He said the train would be bucking.
Sager took the train with his conductor, James Beitzel, from the Connellsville yard at 8:28 p.m. under a clouded sky and began climbing the backside of the mountain outside Hyndman. The climb was steep and the train needed a push from an extra locomotive, which coupled onto the rear. The locomotive broke off when the bulk of the train crested the mountain, passing a sign that read: “Summit of Alleghenies, Altitude 2258.”
THE LONG, WINDING DESCENT into Hyndman is one of the steepest in all of CSX territory, and the train weighed 18,252 tons, heavier than 200 fueled and loaded Boeing 737s. An engineer on a train like that has to closely watch the speed. It’s best to operate the brakes proactively, but as the train started down the mountain, Sager’s instruments were telling him the air brakes were beginning to fail. He stopped the train at 11:36 p.m. and radioed dispatchers.
Urgh. It just does not seem like a good idea to take an 18 thousand ton train down a steep mountain. Gravity is not your friend.
It’d be easy to blame Bobb or Main for what was about to happen. But they were only following CSX policy when they set the hand brakes on this huge, heavy train and sent it rolling down the long, steep hill. A safe and proper move would have been to break the train into two at the top of the hill and drive each section down separately, said Grady Cothen, a former FRA attorney who has written a widely cited white paper on the challenges of operating longer trains.
Yes do it that way. Do it more slowly and safely.
There’s more; it’s interesting.
