Callf. river goes belly up after train derailment spills poisons

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Bureaucratic ineptitude in Washington, penny-pinching policies in corporate headquarters in California, and reckless operation of a railroad (the Southern Pacific) have combined to create one of the most costly derailments ever.

The derailment occurred July 14 in the Siskiyou mountains in northern California. Here the steep hills and deep canyons bring delight to nature lovers, but dread to railroad engineers.

To run trains through the mountains, railroad tracks had to curve sharply, climb steeply, and then descend as suddenly. An article in the July 18 edition of the San Francisco Chronicle describes the ordeal of an engineer driving a mile-long freight train through these mountains.

Speculating on the cause of the derailment, the author writes: "The task of using the strength of locomotives to move the deadweight of scores of railcars creates a host of dangerous conditions that can derail a train. Going uphill, the engineer watches the anmeters that tell how much power is being used by the motors." The locomotive may be pulling too hard. That could yank cars off the tracks.

"Even when the engineer does everything right," the article says, "a brake could stick on a car a half mile from the locomotive. This could pull against the train and break it in two... or yank some of the cars off the rails."

In the past, a brakeman in a caboose at the rear of the train could see problems like this. But there was no caboose on this train. Putting profit ahead of safety, the railroad executives have eliminated this traditional feature of American freight trains.

The derailment might not have happened likewise if there had been a helper locomotive near the end of the train. But a Southern Pacific engineer pointed out to reporters that the railroad has eliminated the pusher engines on all but the heaviest 10 SOCIALIST ACTION trains in order to save money on wages and fuel.

In addition, he said, the rail owners made the situation worse by adding more grease to the rails in the vicinity of the derailment in order to decrease wear and tear on the track. "Ever since they cranked up the lubricators," he said, "you can feel the wheels slip on the way up and slide a bit on the way down." (Los Angeles Times, July 19, 1991.)

People who live along this treacherous stretch of track call this series of curves and grades "an accident waiting to happen." Indeed, they have witnessed 41 rail accidents in the area in the last 15 years.

They suggest that Southern Pacific reroute its main line to by-pass this dangerous segment. At least, they ask, don't send hazardous freight over these unsafe tracks But both suggestions have been ignored by AUGUST 1991 Southern and tors.

The July 14 derailment has devastated 45 miles of one of the best trout fishing rivers in the country, threatened the water supply of millions, and affected the eyes and lungs of scores of local residents.

The tracks at this point run along the edge of the Sacramento River. Seven cars toppled over and fell into the water: A chemical load poured out through the ruptured tank of one of the cars, turning the water gray and emitting a foul odor.

Soon scores of fish came floating to the surface, belly up. Obviously this was an extremely toxic substance, but what was it? How could it be neutralized? The rescue crew could not tell. There was no label on the tank car identifying its deadly contents.

For three and one half "nail-biting" hours the crew debated. "Do we throw foam? Do area?" Frantic calls were made to Southern Pacific headquarters, the poison control center, and the shipper (AMVAC Chemical Co. of Los Angeles). Meanwhile, the toxic pollutant was flowing unchecked, killing all life in its path.

Finally the toxic cargo was identified. It was a pesticide used to fumigate the soil before planting. Its most active ingredient, metamsodium, was related to the chemical that killed so many in Bhopal, India, in 1984.

Why was this vital information not plainly marked on the car? Other deadly chemicals have to be so labelled.

The U.S. Department of Transportation, which compiles the Hazard Commodities Materials Code, does not consider metamsodium a hazardous material, so no warning label is required. "It is something we have to explain to a lot of people," spokeswoman Claire Austin admitted.

State authorities in California, where the toxin is manufactured and shipped, are equally irresponsible in failing to protect the public.

The Birth Defects Prevention Act requires tests to determine the toxicity of new chemicals. Tests on metamsodium were supposed to be completed by March 1987. If not, the product must be taken off the California market.

The tests have not been completed, but the pesticide is rolling about the countryside in unmarked thin-skinned containers that are given no more care than a load of bricks.

The damage already inflicted runs into millions of dollars. Southern Pacific says they are not responsible and will not pay. Dan Weigandt, in a column in the San Francisco Examiner, asks. "Hasn't the company learned anything from the Valdez spill? From Exxon's stonewalling? From Exxon's pathetic public relations department? It doesn't look like it."

The damage from the derailment will be felt for years, but a certain fallout may be beneficial. The wide coverage of the accident has drawn public attention to the criminal negligence of government and corporate authorities. The public will ultimately demand that railroad officials stop playing Russian roulette with the deadly cargoes they are carrying.

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SOUTHERN PACIFIC RESPONDS TO DERAILMENT CAUTION