Railroads: safety: report.

Entire Section 7615 of the Public Utilities Code was removed. This section would have required all railroad corporations to install and operate wayside detector systems (electronic devices that scan passing freight trains for defects) on or adjacent to any track used by a freight train.

The bill's stated purpose changed from 'to add Section 7615 to amend Section 916.2 of the Public Utilities Code' to simply 'to amend Section 916.2 of the Public Utilities Code,' reflecting the removal of the new section.

Removed spacing requirements for wayside detectors: no more than 10 miles apart for class I carriers, 25 miles for class II, and 35 miles for class III on continuous track.

Removed the requirement that each wayside detector system include a hot wheel bearing detector.

Removed the speed restriction requiring freight trains traveling between non-compliant wayside detectors to not exceed 10 mph until passing a compliant detector that confirms no defects.

Removed the penalty provision requiring a fine of not less than $25,000 for each violation by a railroad corporation.

Removed the exemption for class II or class III carriers that have a speed limit of 10 miles per hour or less on tracks they own or lease.

The bill now amends Section 916.2 of the Public Utilities Code in addition to adding Section 7615, expanding its scope from solely wayside detector requirements to also cover annual reporting on hazardous railroad sites.

New requirement that the Public Utilities Commission annually report to the Legislature on or before July 1 on all railroad derailment accident sites where accidents occurred within the previous five years and all sites determined to pose a local safety hazard, with specified factors to consider including grade/curve severity, commodities transported, environmental hazards, and proximity to human activity.

Removed the requirement that a railroad corporation submit a wayside detector system response plan to the commission via an expedited Tier 3 advice letter process. The commission's rulemaking authority over wayside detectors is retained but no longer tied to a specific response plan submission mechanism.

New deadline requiring the commission to review the list of hazardous railroad sites on or before July 1, 2029, and include an evaluation of each site in the annual report to determine whether changes in conditions, operations, or safety data warrant removal, modification, or addition of any site.

Section 7664 (Public Utilities Code) was removed. It prohibited freight trains longer than 7,500 feet from operating on main lines or branch lines in California and required out-of-state trains to reduce length when stopping to add or remove cars.

Section 7664.5 (Public Utilities Code) was removed. It required freight trains completely stopped and blocking an at-grade railroad crossing to be cut, separated, or moved upon the approach of an authorized emergency vehicle, with a mechanical failure exception.

Legislative findings declaring that excessively long freight trains expose the public to unnecessary dangers and disruptions of commerce were removed, consistent with the elimination of the train length provisions.

Wayside detector spacing changed from a uniform 10-mile maximum (with a 15-mile exception for infeasible terrain) to tiered distances by carrier class: Class I carriers must space detectors no farther than 10 miles apart, Class II no farther than 25 miles, and Class III no farther than 35 miles.

Each wayside detector system is now required to include a hot wheel bearing detector, a specific component requirement not present in the prior version.

The Public Utilities Commission must now adopt minimum requirements for wayside detector systems applicable to railroad corporations and establish a process for railroads to submit their detector systems to the commission for review and approval.

The penalty structure was simplified. The old bill had graduated penalties (5,000 dollars for first violation, 10,000 for second within three years, 25,000 for third or subsequent). The new version sets a flat minimum penalty of 25,000 dollars per violation.

Definitions for 'AAR frequency' and 'Wayside detector communications system' were removed, simplifying the definitional section to only 'wayside detector system.'

References to 'freight train, rolling stock, or on-track equipment' throughout the bill are narrowed to just 'freight train,' reducing the scope of covered equipment.

Wayside detector spacing requirements are now tiered by carrier class: Class I carriers must space detectors no farther than 10 miles apart, Class II no farther than 25 miles, and Class III no farther than 35 miles. Previously the rule was a flat 10-mile maximum with a 15-mile exception for difficult terrain.

Detailed wayside detector operational requirements (audible message content, AAR frequency specifications, operator stop-and-inspect procedures, speed limits after defect detection, axle count discrepancy reporting, ground-level inspection mandate, employee training requirement) are all removed and replaced with a single requirement that railroads submit a 'wayside detector system response plan' to the commission via an expedited Tier 3 advice letter process.

A new exemption is added: Section 7615 (wayside detectors) does not apply to railroad tracks owned or leased by a Class II or Class III carrier that has a speed limit of 10 miles per hour or less.

The penalty for wayside detector violations is moved from a direct statutory penalty of $25,000 per violation to a commission-adopted rule establishing a penalty of not less than $25,000, giving the commission more flexibility in enforcement.

The definition of 'wayside detector system' is narrowed from covering 'freight trains, rolling stock, on-track equipment, trains and their component equipment and parts' to just 'freight trains and their component equipment and parts.'

The definition of 'railroad' in Section 7664 was narrowed from a broad definition covering all nonhighway ground transportation on rails (including commuter/short-haul passenger service and high-speed ground transportation) to only 'any form of nonhighway ground transportation that runs on rails and is used in connection with the movement of freight.' This excludes passenger rail operations from the train length restriction.

The wayside detector installation requirement in Section 7615 was changed from 'on or adjacent to its tracks' to 'on or adjacent to any track used by a freight train,' which could expand the obligation to include tracks the railroad does not own but on which it operates freight trains.

The term 'Train' was renamed to 'Freight train' in Section 7664, and the definition was simplified by removing the reference to air brake test requirements under 49 CFR Part 232 or 238. The 7,500-foot length restriction now explicitly applies only to freight trains.

For both Section 7664 (train length) and Section 7664.5 (at-grade crossings), the penalty structure was changed from direct statutory penalties to a requirement that the commission adopt rules establishing penalties with specified minimums ($5,000 first violation, $10,000 second within three years, $25,000 third or subsequent within three years). This gives the commission discretion to set higher penalties through rulemaking.

A new subdivision (d) was added to Section 7615 requiring the Public Utilities Commission to: (1) establish a process for freight train crews to receive alerts from wayside detectors, (2) create standards for freight train inspections following receipt of an alert, including ensuring railroad employees are aware of those standards, and (3) adopt rules implementing the section with penalties of not less than $25,000 per violation.

The definition of 'branch line' in Section 7664 was simplified from 'a secondary railroad track segment or route of railroad tracks that branches off from a main railroad line' to 'a segment or route of railroad tracks that branches off from a main line.'

Multiple drafting errors were corrected throughout, including removal of redundant words ('Trains Freight trains' changed to 'Freight trains,' 'prior to before' changed to 'before,' 'For purpose purposes' changed to 'For purposes'), and addition of the word 'train' after 'on-track equipment' in several places for clarity.

All references to 'train' throughout the bill are changed to 'freight train,' limiting the wayside detector requirements, the 7,500-foot length prohibition, and the emergency vehicle crossing clearance obligation to freight operations only. Passenger trains are no longer covered.

The wayside detector installation requirement now applies to 'any track used by a freight train' rather than all tracks operated by the railroad, further limiting which lines must be equipped.

The entire provision amending Section 854 of the Streets and Highways Code (relating to state highway grade changes within cities) is removed from the bill. The bill title no longer references this topic.

The definition of 'railroad' in Section 7664 is narrowed by adding 'and is used in connection with the movement of freight,' excluding passenger-only rail operations from the bill's coverage.

The definition of 'main line' is expanded from simply 'a Class I railroad' to 'a segment or route of railroad tracks of a Class I railroad,' making it clearer that specific track segments qualify rather than the entire railroad entity.

The definition of 'branch line' is refined from 'a secondary railroad track that branches off' to 'a secondary railroad track segment or route of railroad tracks that branches off,' aligning with the main line definitional change.

Penalty provisions throughout the bill now reference 'railroad corporation' instead of 'railroad' as the entity subject to fines, which may affect how penalties are assessed against corporate entities.

The fiscal committee vote requirement changed from 'no' to 'yes,' indicating the bill now requires fiscal committee review before passage.

The bill now adds three new sections (7615, 7664, and 7664.5) to the Public Utilities Code covering railroad safety, expanding far beyond the original nonsubstantive highway grade amendment.

Trains with a total length exceeding 7,500 feet are prohibited from operating on any main line or branch line in California. Out-of-state trains must reduce to 7,500 feet when stopping to add or remove cars within the state.

Railroads must install and operate wayside detector systems no farther than 10 miles apart (15 miles if terrain makes 10 infeasible). Trains operating between non-compliant detectors are limited to 10 mph until they pass a compliant detector with a clear reading.

Wayside detector systems must provide audible messages on the AAR frequency when defects are detected or not detected. Operators receiving a defect message must stop, inspect from ground level, report results, and proceed at no faster than 10 mph (hazmat) or 30 mph (non-hazmat) until cleared by another detector.

If the same defect is detected again after a prior clearance, the train must be fully inspected by a qualified mechanical inspector before proceeding.

A stopped train blocking an at-grade railroad crossing must be cut, separated, or moved to clear the crossing upon approach of an authorized emergency vehicle, unless mechanical failure makes separation or movement impossible.

Defines 'main line' as a Class I railroad transporting 5,000,000 or more gross tons annually or used for regularly scheduled intercity/commuter passenger service. Excludes tourist, scenic, historic, or excursion operations from the passenger service definition.

The California Transportation Commission is designated as the enforcing body for all three new sections. Penalties are $25,000 minimum per violation for wayside detector violations, and escalating penalties of $5,000 (first), $10,000 (second within 3 years), and $25,000 (third or subsequent within 3 years) for train length and emergency crossing violations.

The fiscal committee designation changed from 'no' to 'yes,' indicating the amended bill now has fiscal implications requiring committee review.