[Federal Register Volume 59, Number 177 (Wednesday, September 14, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-22848]
[[Page Unknown]]
[Federal Register: September 14, 1994]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Petition for Waivers of Compliance
In accordance with 49 CFR Secs. 211.9, 211.41 and 211.45, notice is
hereby given that the Federal Railroad Administration (FRA) has
received a request for a waiver of compliance with certain requirements
of the Federal safety laws and regulations. The individual petition is
described below, including the party seeking relief, the regulatory
provisions involved, the nature of the relief being requested and the
petitioner's arguments in favor of relief.
Southern California Regional Rail Authority (SCAX); National Passenger
Railroad Corporation (Amtrak); Southern Pacific Transportation Company
(SPT); SPCSL Corporation (SPCSL); Renfe Talgo of America, Incorporated
(RTAX)
[Docket Numbers RSGM-94-2 and SA-94-1]
RTAX was granted conditional waivers of compliance for the Talgo
trainset on March 25, 1994. The trainset is comprised of 12 Talgo
Pendular cars which include 1 head-end power car which will not carry
passengers, 8 passenger coach cars, 1 cafeteria car, 1 dining car and 1
rear-end service car which will not carry passengers. The Talgo train
has a total weight of approximately 400,000 pounds. With a locomotive,
the total length of the train is approximately 575 feet.
Docket Number RSGM-94-2 granted a conditional waiver from the
Railroad Glazing Standards, (49 CFR 223.15(b)), which requires that all
side facing glazing on passenger cars must meet the FRA Type II testing
criteria. RTAX provided the specifications for the side facing glazing
of the Talgo train, which may in fact meet the FRA requirements for FRA
Type II, but it has not been subjected to the test specified in the
regulation. The International Union of Railways (UIC) requires the use
of tempered or safety glass in side windows on European passenger
trains. Safety glass is defined as glass that when broken, breaks into
small pieces that do not have sharp edges, and this performance
requirement is similar to that of automobile safety glazing. The UIC
has no specific strength requirements for passenger car windows. The
windows in the sides of the Talgo cars are double glazed with tempered
safety glass and are in compliance with safety requirements imposed by
the UIC. Each layer is 6 mm. (.24 inches) thick with an air space in
between the two layers. RTAX did submit the test criteria that was used
for the glazing material in the side windows. TECHNICAL SPECIFICATION
ET-139 defines the basic characteristics of quality control for the
security templates for Talgo railroad cars. The mechanical
characteristics section of ET-139 provides the criteria for impact
testing of the glazing template using a 500 gram steel ball.
Docket Number SA-94-1 granted a waiver from compliance of the
Railroad Safety Appliance Standards, (49 CFR 231.14) and Sections 2 and
4 of the Safety Appliance Act (45 U.S.C. Sections 2 and 4), which
requires that each passenger car must be equipped with side handholds,
end handholds and uncoupling levers. The passenger cars have side
handholds at the doors for the assistance of passengers, but there are
no side handholds or end handholds which the rules contemplate for use
in switching operations or coupling and uncoupling. The 12 cars in the
Talgo train constitute a single unit, in that the cars will not be
uncoupled from one another, except at specified maintenance facilities.
The individual cars are joined by swivel type traction couplers which
will not uncouple in normal operations and because of this
configuration there is no need for uncoupling levers. Standard AAR Type
E couplers will be installed at the ends of the front and rear service
cars.
The waivers permitted the operation of the Talgo train to be
operated (1) In non-revenue demonstration runs and (2) in revenue
service as part of a regularly scheduled service operated by National
Railroad Passenger Corporation (Amtrak) in the Pacific Northwest High
Speed Rail Corridor between Seattle, Washington, and Portland, Oregon.
The waiver also permitted the return of the Talgo train to the Port of
Baltimore for disassembly and return to Spain after the revenue service
contract expired in September, 1994.
SCAX petitioned the FRA on August 25, 1994, to amend and expand the
RTAX waivers. SCAX proposes to sponsor three revenue service runs
tentatively planned for October 4, 5 and 6. The train is scheduled to
run between Los Angeles--Lancaster, Los Angeles--San Diego, and Los
Angeles--San Bernardino, California. The SPT will move the Talgo train
to Los Angeles, where it will be operated by Amtrak, on SCAX's
Metrolink system. After completion of the revenue runs, SPT will move
the TALGO train to Oakland, California, and turn it over to Amtrak.
Amtrak petitioned the FRA on August 24, 1994, to modify the
existing waiver and permit the movement of the Talgo train over any
trackage in the United States for display and demonstration purposes.
This request is made on behalf of RTAX, who decided to take this
equipment on a national tour before returning it to Spain. According to
the RTAX representative, the States of Illinois, Ohio, Wisconsin and
Maine have expressed interest in display and publicity runs of the
Talgo trainset. The exact dates and routing for the proposed display of
the Talgo train are not known at this time. Once all obligations have
been completed, the Talgo trainset will be routed to the Port of
Baltimore for shipment back to Spain.
SPT petitioned the FRA on August 26, 1994, for an extension of the
current RTAX waiver to conduct non-revenue test runs for the purpose of
experiencing the efficiency of the passive tilt system incorporated in
the Talgo train. The train would be operated from Portland to Los
Angeles, including Sacramento and Stockton, California, and over the
SPT trackage rights over the Union Pacific Railroad Company between
Niles and Tracy, California, during the approximate period of September
30 through October 9, 1994 period, except for the proposed revenue
service runs operated by Amtrak for SCAX over Metrolink. The non-
revenue moves would be restricted to SPT, Amtrak, RTAX and governmental
officials.
SPT on August 26, 1994, also petitioned, on behalf of the SPCSL,
for an extension of the current waiver in order to permit the State of
Illinois to conduct some non-revenue test runs for the purpose of
experiencing the efficiency of the passive tilt system on the Talgo
train. Amtrak, the Illinois Department of Transportation (IDOT)
operator, would conduct the non-revenue runs on SPCSL's Chicago-St.
Louis route. IDOT has arranged for the Talgo train to be tested for one
or two days during the second week in October, based upon current
equipment availability. These testing non-revenue moves would be
restricted to SPCSL, Amtrak, RTAX and IDOT staff personnel.
Southern California Regional Rail Authority (SCAX); SPCSL Corporation
(SPCSL)
Docket Number RST-94-2
To accomplish the revenue demonstration runs described above in
Southern California, SCAX petitioned the FRA on August 25, 1994 to
temporarily waive 49 CFR 213.57(b), ``Curves; elevations and speed
limitations,'' to allow operation at up to 6 inches of cant deficiency.
SCAX requests the waiver in order to demonstrate the advantages of the
Talgo tilt technology in negotiating curves at higher speeds. SCAX
expects to power the trainset with an EMD F59PH or F40 locomotive owned
by SCAX.
SPT on behalf of the SPCSL petitioned the FRA on August 26, 1994 to
temporarily waive 49 CFR 213.57(b) to allow operation at 5\1/2\ inches
of cant deficiency between milepost 224 and milepost 237 on the route
between St. Louis, Missouri and Chicago, Illinois to conduct testing
and non-revenue demonstration runs. SPT states that this waiver would
allow 76 mph speeds on 2 degree curves that are presently restricted to
60 mph due to superelevation set at 2\1/2\ inches.
The Talgo trainset was tested at up to 8 inches of cant deficiency
in Amtrak's Northeast Corridor (New England Coast Route) during 1988.
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).
Interested parties are invited to participate in this proceeding by
submitting written views, data, or comments. FRA does not anticipate
scheduling a public hearing in connection with this proceeding since
the facts do not appear to warrant a hearing. If any interested party
desires an opportunity for oral comment, 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., Waiver Petition Docket Number SA-94-1)
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
before September 29, 1994, 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,
S.W., Washington, D.C. 20590.
Issued in Washington, D.C. on September 9, 1994.
Phil Olekszyk,
Acting Deputy Associate Administrator for Safety Compliance and Program
Implementation.
[FR Doc. 94-22848 Filed 9-13-94; 8:45 am]
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