The train would be made up in several sections at an intermodal yard, then joined up when leaving.
Because much of the line is single track with passing loops,a lot of planning was needed to make sure any train that was met was not too long to enter a passing loop.
Apparently the line (The Sunset Route) was very quiet with a noticable reduction of trains for 24hrs before this train.
After arrival in Los Angeles the train was split again with a section going on to San francisco.
Concern was noted by emergency sevices in the Los Angeles area as the train could take more than 10 minutes to cross a grade (level) crossing and therefore delay ambulances or fire engines, and on the same theme if there was a breakdown or holdup of the train 3.5 miles of track and all grade crossings would be closed and cause major disruption.
The unions have also shown concern, as obviously if this is the way of the future, two members instead of six are required to move this tonnage.

Just remember, when an American says "ton", they mean short ton (2000lb) by default, rather than long ton (2240lb). Still makes them a lot heavier than British equipment. Even most American locos don't compare to the C&O Allegheny, which had an axle load of 42 tons. I believe the only places equipment that heavy is used today are the ore lines in Australia.

typical manpower reductions
 

I was going to say that the only thing missing from this train is the other drivers. These monster trains are fascinating me, just how long does it take to assemble such a long series of trains. By the time the last train is asembled the first one could be half way there surely. We get a lot of delays sending containers across USA and if part of the delays is the time that it takes the railroad operators to assemble trains when in reality every user thinks the transit is 5 days without allowing a week to build the bloody things in the first place!!

U.P. would probably load three trains of 100 wagons(200 containers) per day in Dallas for the west coast, so they have just put those three trains together.
An intermodal yard would have maybe four cranes loading each train,this means a train could be loaded in about three hours.This equates to about 4 minutes per lift of container.

By having distributed power in the train,the brakes can be applied from each set of loco's,remotly from the head end cab.If there was no loco's in the train it could take several minutes for the brakes to be activated at the rear of the train,thus the rear of the train could be moving at full speed when the front brakes are working to try and stop the train, with disasterous results.

A new system on trial, electronically applies and releases,all the brakes along the train at the same time,thus reducing braking distance and restart times, and allows higher track speeds.

Thanks for that 105E (do you like Anglia's by any chance?)

Yes, klordger,first car many,many years ago,spent many hours and mucho cash on modifications,tuning etc.
Still get a twinge of nostalgia when I see one.