[Federal Register Volume 60, Number 87 (Friday, May 5, 1995)]
[Notices]
[Pages 22427-22428]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-11066]



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DEPARTMENT OF TRANSPORTATION

Petition for Waivers of Compliance

    In accordance with Title 49 CFR Sections 211.9 and 211.41, notice 
is hereby given that the Federal Railroad Administration (FRA) has 
received from the MK Rail Corporation (MKRC) and CSX Transportation, 
Incorporated (CSXT), a request for waiver of compliance with certain 
requirements of the Federal rail safety regulations. The petition is 
described below, including the regulatory provisions involved, the 
nature of the relief being requested, and the petitioner's arguments in 
favor of relief.

MK Rail Corporation (MKRC)

CSX Transportation, Incorporated (CSXT)

(FRA Waiver Petition Docket Numbers PB-95-1--SA-95-2)

    The MKRC and CSXT seek a waiver of compliance from certain 
regulatory provisions and from underlying Safety Appliance Act 
requirements in connection with a test of a train known as the Iron 
Highway. Petitioners seek a waiver of Title 49 CFR 231.6, (Railroad 
Safety Appliance Standards), Title 49 CFR 232.2, Title 49 CFR 232.13 
(Railroad Power Brakes and Drawbars), and Appendix B, Definition 
Section 13 (Emergency brake-cylinder pressure) and related emergency 
requirements provisions. Petitioners also seek, pursuant to 45 U.S.C. 
20306, exemption from the requirements of portions of 45 U.S.C. 
20302(a)(1), (a)(2) and (a)(3) which are the statutory bases for the 
subject requirements.
    The interim version of the Iron Highway train will consist of two 
conventional type locomotives with modified cab controls, two adapter 
platforms, one split-ramp platform and 40 load-carrying ramp platforms. 
The Iron Highway train, which functions as one freight car, is equipped 
with articulated joints and a continuous deck, permitting highway 
trailers to bridge the joints with no length restrictions as it is 
virtually slack free. According to the petitioners, it will reduce 
weight and train preparation time and will eliminate the loss, damage 
and delay inherent during current, conventional switching activity. 
Operating costs are projected to be [[Page 22428]] further reduced by 
the use of stub axles to reduce drag, wheel and track wear, and dead 
weight, and by the improvement of weight distribution. Maintenance 
downtime costs will be reduced and performance enhanced by the 
continuous monitoring of the bearing and brake system. Impending 
problems will be detected and resolved prior to major breakdowns and 
train delays.
    The Iron Highway train is approximately 1,400 feet in length. The 
load carrying-platforms are joined by articulated joints which are 
approximately 30 inches above the top of rail and therefore are out of 
compliance with standard coupler height. These joints will be separated 
only for maintenance requirements. Thus, there is no need for 
conventional uncoupling levers nor for end-sill handholds. The trailers 
will be ``circus'' loaded and locked in place automatically from the 
cab of the hostler tractor. There is no need for side handholds and 
sill steps.
    The rear of the special adapter platform will be joined to the 
load-carrying platforms by an articulated joint. At the front, where 
the platform is coupled to the locomotive by a conventional type 
coupler, the platform will include standard safety appliances, such as 
end sill handholds and side handholds which are extended above the deck 
and side sill steps.
    The split-ramp is located at the center of the Iron Highway train 
and will include side sill steps and side handholds to provide safe 
access to the deck. Additional safety is provided by the extension of 
handholds above the deck: on one end, on both sides, and near a corner 
position. End sill handholds will not be applied as they would not be 
accessible because of the continuous deck.
    The locomotives used to operate the Iron Highway train will be 
equipped with a freight/passenger 26-C automatic brake valve, which 
will be set in the passenger position with graduated release. This 
feature will greatly enhance train braking, with the braking positions 
being minimum application, service application, zone, and emergency. 
This system incorporates improvements superior to conventional freight 
brake equipment.
    There is a KE-2 control valve on every fourth 30-foot platform and 
a vent valve on every other platform. The Iron Highway train will be 
equipped with a two-pipe system, having a control pipe (brake pipe) and 
a supply pipe (train-lined main reservoir) to provide an inexhaustible 
brake system, eliminating the use of emergency reservoirs. The 
retarding forces are provided by compressed air, via a main reservoir 
pipe controlled by a pipe of 90 psi, cylinder pistons, brake rigging 
and with a brake shoe at each wheel location. However, this brake 
system does not include emergency brake cylinder pressure as specified 
in Title 49 CFR 232, Appendix B. Calculations indicate that stop 
distances for the Iron Highway train will be better than that of 
standard intermodal trains. Data will be recorded and provided from the 
actual stop distance tests which will be performed at the Pueblo Test 
Center.
    Initial terminal train air brake tests on the Iron Highway will be 
performed in full compliance with 232.12. An initial terminal train air 
brake test will be performed once during each 24-hour period, 
consistent with the completion of a round trip by each train.
    The petitioners request FRA's approval of the proposed use of the 
computer-controlled inspection system to perform intermediate type air 
brake tests when such tests are required by 232.13. It is proposed that 
these intermediate tests be performed from the locomotive cab utilizing 
the special equipment installed in the conventional locomotives to be 
used in the Iron Highway trains.
    The locomotives dedicated to this Iron Highway service will each be 
equipped with two special purpose computers which will display on a 
monitor continuous information regarding the brake status of each 
platform (e.g., cylinder position (applied or released), indication of 
cylinder pressure and detection of stuck brakes. The computers will 
also monitor and display wheel bearing temperatures, indicate when the 
split-ramp platform is separated or secured, and will locate the 
occurrence and position of faults. This information will be sufficient 
to establish that during the applied test all brakes are applied, and 
during the release test that all brakes are released. The Iron Highway 
train air brake system is designed to provide constant monitoring of 
train brake activity. The engineer will have the benefit of much more 
information relative to the condition and functioning of the air brakes 
than has ever been available prior to this invention.
    Additionally, the Iron Highway train has replaced the conventional 
handbrakes function of holding or retarding the train in the absence of 
any brake cylinder pressure, with spring applied, automatic parking 
brakes on the first five and last five platforms. The design of this 
brake ensures that it cannot be left applied inadvertently, thus 
avoiding dragging brakes. During spring-brake operation, the brake shoe 
will be forced against the wheel tread surface at the force of 
approximately a 50 percent loaded car-full service value. This general 
type parking brake has been in service for several years and has been 
proven successful.
    This waiver request is for a test operation of two interim version 
Iron Highway trains for a period of up to 3 years on specified rail 
lines, which lines may vary from time to time, subject to prior notice 
to FRA. The initial test requested is from Livonia, Michigan and East 
Chicago, Illinois. The final version of the Iron Highway train is 
expected to be available in the summer of 1996.
    Interested parties are invited to participate in these proceedings 
by submitting written views, data, or comments. All communications 
concerning these proceedings should identify the appropriate docket 
number (e.g., FRA Docket Number PB-95-1 and SA-95-2) and must be 
submitted in triplicate to the Docket Clerk, Office of Chief Counsel, 
FRA, Nassif Building, 400 Seventh Street, S.W., Washington, D.C. 20590. 
Communications received before June 1, 1995 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 (9:00 a.m.--5:00 p.m.) in Room 8201, Nassif Building, 400 Seventh 
Street, S.W., Washington, D.C. 20590.
    The FRA has determined that a public hearing be held in this 
matter. Accordingly a public hearing is hereby set for 10:00 a.m. on 
May 25, 1995, in room number 6244, Nassif Building, 400 Seventh Street, 
S.W., Washington, D.C. 20590.
    The hearing will be an informal one and will be conducted in 
accordance with Rule 25 of the FRA Rules of Practice (Title 49 CFR Part 
211.25), by a representative designated by the FRA. The hearing will be 
a nonadversary proceeding in which all interested parties will be given 
the opportunity to express their views regarding this waiver petition.

    Issued in Washington, D.C. on April 25, 1995.
Phil Olekszyk,
Deputy Associate Administrator for Safety Compliance and Program 
Implementation.
[FR Doc. 95-11066 Filed 5-4-95; 8:45 am]
BILLING CODE 4910-06-P