[Federal Register Volume 59, Number 146 (Monday, August 1, 1994)] [Unknown Section] [Page 0] From the Federal Register Online via the Government Publishing Office [www.gpo.gov] [FR Doc No: 94-18595] [[Page Unknown]] [Federal Register: August 1, 1994] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION [Waiver Petition Docket Numbers H-94-3 and H-94-4] Petition for Waiver for Test Program National Railroad Passenger Corporation (Amtrak) In accordance with 49 CFR Part 211, notice is hereby given that Amtrak submitted two related petitions, dated May 26, 1994 and June 7, 1994, respectively, for waivers of compliance with specific requirements of certain parts of Title 49 of the Code of Federal Regulations to conduct two separate test programs to evaluate the curving performance of a passenger trainset under high-speed and curving conditions. The State of New York has embarked on a multi-year program to develop high-speed rail service between Buffalo and New York City. The State is actively pursuing the upgrading or elimination of rail crossings; existing rolling stock is being modified to run at higher speeds; and, improvements are being made to the right-of-way in preparation for this service. A major short-term goal of this program is to evaluate the curving performance of a modified Amtrak RTL turboliner passenger trainset and Amtrak has petitioned FRA to conduct two separate test and demonstration programs. The program is being partially funded by FRA under Section 1036(c) of the Intermodal Surface Transportation Efficiency Act for a Technology Demonstration Program; significant funding is also being provided by the State of New York and Amtrak. Waiver Petition H-94-3, dated June 7, 1994 Should petition H-94-3 be approved, Amtrak expects to schedule no more than 25 test and demonstration runs on two test zones between September 1, 1994 and January 31, 1995. The test zones over which these tests will be run are Conrail's Hudson Line, track 2 between CP 125 and CP 141 (approximate mileposts 125.5 to 140.5), and Conrail's Chicago Line, single track between milepost 149 and CP 156 (approximate milepost 156.4). The tracks are presently FRA Class 6. In 1983, FRA recognized Amtrak as the party responsible for compliance with the Federal Track Safety Standards for segments of Conrail's Hudson and Chicago Lines that include the two test zones. To accomplish the tests and demonstrations, Amtrak is requesting FRA to temporarily waive 49 CFR 213.9(c), ``Classes of track: operating speed limit,'' to allow the test trainset to operate at a maximum speed of 125 mph, and 49 CFR 213.57(b), ``Curves; elevations and speed limitations,'' to allow operation at up to five inches of cant deficiency. In order to reach and sustain 125 mph in one proposed test zone, Amtrak advises that a curve at milepost 135, track 2, is being realigned to ease its curvature; spirals are being lengthened; and superelevation is being increased to six inches. Amtrak advises that both zones will be resurfaced. Despite this track work, Amtrak still anticipates the need to operate on some curves at cant deficiencies as high as five inches and requests a waiver for cant deficiency. The track safety standards in 49 CFR 213.57(b) prescribe a speed limit, not distinguishing between freight and passenger rolling stock, at which trains may operate over curved track as a function of curve radius (curvature) and installed superelevation. In the general case, for any combination of curvature and superelevation, there is a specific (``balanced'') speed at which the effect of centrifugal force is canceled, resulting in passenger insensitivity to actual curve negotiation. This is an ideal outcome for passenger trains that usually operate considerably faster than freight trains and consequently would demand greater superelevation to produce the balanced effect. The track standards permit the operation of trains on curves at speeds producing a conservative underbalance (``cant deficiency'') in line with historic industry practice. (A more detailed discussion of cant deficiency can be found in 52 FR 38035, October 13, 1987). Amtrak has indicated that its geometry car will be run over the test zones in the month before the commissioning tests begin and will be run bi-monthly during the test program. Amtrak advises that all defects will be corrected before the 125 mph operation begins or is allowed to continue. Amtrak states that, during the high-speed runs where speeds exceed 110 mph, each private and public crossing will be physically barricaded and monitored by a guard in advance of the arrival of each test train. Amtrak indicates that radio contact will be maintained with the guards and that the adequacy of the present signal spacing will be verified before the program begins. When the test program is completed in January 1995, Amtrak advises the track speed will return to 110 mph and three inches of cant deficiency will be observed. Waiver Petition H-94-4, Dated May 26, 1994 Should petition H-94-4 be approved, pending right-of-way improvements and the initiation of the test program requested under petition H-94-3 on the Hudson and Chicago Lines in New York State, Amtrak expects to demonstrate the modified RTL turboliner trainset on the Northeast Corridor between Washington and New York on those tracks where Amtrak is presently operating equipment at 125 mph. Amtrak expects to schedule no more than 25 test and demonstration runs between September 1, 1994 and January 31, 1995 on the Northeast Corridor. To demonstrate this trainset, Amtrak is asking FRA to waive 49 CFR 213.9(c), ``Classes of track: operating speed limit,'' to allow this trainset to operate at 125 mph. Petition H-94-4 does not request relief from the requirements of 49 CFR 213.57(b) relating to cant deficiency on curves. Modified RTL Turboliner Trainset Amtrak advises that both power units of one RTL turboliner trainset are being retrofitted with higher horsepower Makila turbines to allow faster accelerations and higher speeds and the hydraulic transmissions and control system are being modified to accommodate the increased horsepower. FRA's Approach FRA's approach to ensuring safety if the two petitions are granted would be to require that sufficient instrumentation be installed on the trainset to enable comparison of equipment behavior during testing to predetermined derailment criteria and, also, to previously tested equipment of similar types known to be safe. FRA would require that attainment of maximum target curving speeds be in increments permitting a step-by-step analysis of applied forces and dynamic responses during and at the conclusion of each test run. The decision to go to the next level of cant deficiency or speed would be based on this analysis process and be subject to the approval of the on-board FRA test monitor. Public Comment Interested parties are invited to participate in these proceedings by submitting written views, data, or comments. FRA does not anticipate scheduling a public hearing in connection with these proceedings since the facts do not appear to warrant a hearing. If any interested party desires an opportunity for hearing, they should notify FRA, in writing, before the end of the comment period and specify the basis for their request. All communications concerning these proceedings should identify the appropriate docket number (e.g., FRA Docket Nos. H-94-3 and H-94-4) and must be submitted in triplicate to the Docket Clerk, Office of Chief Counsel, Federal Railroad Administration, Nassif Building, 400 Seventh Street, S.W., Washington, D.C. 20590. Communications received within 30 days of publication of this notice will be considered by FRA before final action is taken. Comments received after that date will be considered as far as practicable. All written communications concerning these proceedings are available for examination during regular business hours (9 a.m.-5 p.m.) in Room 8201, Nassif Building, 400 Seventh Street SW., Washington, D.C. 20590. Issued in Washington, D.C. on July 25, 1994. Grady C. Cothen, Jr., Acting Deputy Associate Administrator for Safety Standards and Program Development. [FR Doc. 94-18595 Filed 7-29-94; 8:45 am] BILLING CODE 4910-06-P