[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]


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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