[Federal Register Volume 61, Number 153 (Wednesday, August 7, 1996)]
[Notices]
[Pages 41199-41201]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-20149]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Petition for Waiver of Compliance
In accordance with 49 CFR Sections 211.9 and 211.41 notice is
hereby given that the Federal Railroad Administration (FRA) has
received a request for a waiver of compliance from certain requirements
of Federal railroad
[[Page 41200]]
safety regulations. The individual petition is described below,
including the parties seeking relief, the regulatory provisions
involved and the nature of the relief being requested.
National Railroad Passenger Corporation (Waiver Petition Docket Number
H-96-1)
The National Railroad Passenger Corporation (Amtrak) seeks a waiver
of compliance under Part 211.51, Tests, to allow them to develop,
implement, and test technology designed to prevent train collisions and
overspeed violations.
The National Railroad Passenger Corporation (Amtrak) has initiated
a pilot program to develop, install, test, demonstrate, and finally
place in revenue service a communications based train control system in
Amtrak's Detroit to Chicago Corridor. This train control system,
referred to as ``High Speed Positive Train Control System'' (HS/PTC) is
designed to prevent train collisions and overspeed violations, to
provide fail-safe advance start for highway crossing warning systems,
to provide capability for delivering selected highway crossing
``health'' conditions to approaching trains, and to provide protection
for temporary track obstructions and slow orders.
The initial installation for test purposes is being installed
between Signal 175 (east of Dowagiac, MI) and Signal 195 (west of
Niles, MI). Concurrent with testing in this 20 mile ``test bed'', the
first phase will be extended to Signal 156 (east of Lawton, MI) and to
Signal 205 (west of Dayton, MI), a total distance of approximately 49
miles. Phase 2 will extend the system westward to Signal 216 (east of
New Buffalo, MI) and eastward to Signal 145 (west of Kalamazoo, MI). An
extension to ``BO'' Interlocking, just east of Kalamazoo is now being
planned, adding two additional miles to the territory, for a total
distance of 73 miles.
The initial test bed will include two controlled sidings and four
interlockings: CP178, CP180, CP190, and CP192. The first phase will
include the initial test bed plus three additional controlled sidings
and six additional interlockings: CP160, CP161, CP171, CP172, CP200,
and CP202, for a total of five controlled sidings and ten
interlockings. The second phase will include two additional controlled
sidings and three additional interlockings, CP147, CP211, and CP213,
for a total of seven controlled sidings, and thirteen interlockings on
a contiguous 73 mile, basically single track line.
The HS/PTC uses the existing signal system as a basis for
determining availability of track sections and routes. This signal
status information will be transmitted to approaching trains by ATCS
(900 MHZ) data radio. Wayside interface units are being installed at
all signal locations, control points and grade crossings to monitor the
signal aspects, monitor track and switch statuses, and provide advance
start control as well as monitoring of the grade crossing warning
systems. Selected wayside locations will also function as servers to
collect data from adjoining locations through a wayside LAN, and
communicate with trains. The servers will also be in communication with
the central control facility over the Office-Wayside Link (OWL). The
wayside LAN utilizes low power spread spectrum radios also in a portion
of the 900 MHZ spectrum. The OWL will utilize an existing
communications cable.
The HS/PTC is being overlaid upon the existing signal system,
taking advantage of the vital safety logic already built into the
signal system. The signal system with interlockings at the controlled
sidings, and full automatic block signal protection for both opposing
and following moves, is operated as a traditional ``CTC'' system,
controlled from Michigan City Indiana. Electronic coded D.C. track
circuits are used for train detection and for block and traffic
control.
The HS/PTC system is based upon the ``ITCS'' (Incremental Train
Control System) developed by Harmon Industries, Inc.
Amtrak has three requests in connection with this project. In
request No. 1 Amtrak requests FRA permission to operate non-revenue
test trains at speeds in excess of 79 mph, not to exceed 110 mph, for
test and demonstration purposes only, with the following conditions
proposed by Amtrak:
1. The portion of the test track between CP 192 (Niles, MI) and
Signal 175 (east of Dowagiac, MI) will meet Class 5 requirements for
speeds up to 90 mph and Class 6 requirements for speeds exceeding 90
mph.
2. Speeds in the 80 mph to 110 mph range will be limited to that
portion of the single main track between CP192 and Signal 175 until
Amtrak and FRA are fully satisfied that the HS/PTC under test meets all
of Harmon's, Amtrak's and FRA's safety requirements.
3. All test trains operating over 79 mph in this area will be
protected by an absolute block to the front of the train. Westward
trains will have a clear track from Signal 175 to Signal 195 with
routes over normal switches lined and locked at CP's 178, 180, 190, and
192 before the train is given authority to exceed 79 mph and before it
passes Signal 175. Eastward trains will have a clear track from CP192
to CP171 with routes over normal switches lined and locked at CP's 192,
190, 180, 178 and 172 before the train is given authority to exceed 79
mph and before it passes CP192.
4. No train will be allowed to move on adjacent tracks during a
high speed test or demonstration run. Controlled sidings between CP178
and CP180 and between CP190 and CP192 will either be clear of trains or
trains will be instructed not to move during a test run on the adjacent
main track at any speed exceeding 79 mph.
5. All public highway grade crossings will be properly protected by
flag protection or by a minimum crossing warning time of 20 seconds.
Private grade crossings will be closed, temporarily blocked, flagged,
or protected by stop signs and a specially designed indicator.
6. Permission granted under Request No. 1 will expire upon placing
the first section of this HS/PTC in regular revenue service as a fully
accepted train control system.
Request No. 2
Amtrak requests that FRA, during the interim test period, not view
the HS/PTC system under test as a valid train control system within the
scope of Title 49 CFR, Parts 216, 217, 218, 229, 233, 235, 236 or 240.
This request is made with the following conditions to be provided by
Amtrak:
1. The HS/PTC system will not be ``turned on'' for an equipped
regular revenue train operating through the test area unless the
engineer is accompanied by a qualified Amtrak manager, and then only
for the purpose of developing data on the system and/or for preliminary
training purposes.
2. Except as provided in Condition No. 1, the HS/PTC will be
``turned on'' only for test and demonstration runs. Any such runs
exceeding 79 mph will meet Conditions 1 through 5 proposed under
Request No. 1.
3. Permission granted under Request No. 2 would expire upon placing
the first section of this HS/PTC in regular revenue service as a fully
accepted train control system. At this time, all applicable Title 49
CFR Parts would become effective. The termination of the interim test
period as outlined above would coincide with full revenue
implementation of the first portion of the HS/PTC. This would follow
full
[[Page 41201]]
assurance by Harmon, Amtrak and FRA that the system meets all Harmon,
Amtrak and FRA safety requirements.
Request No. 3
Amtrak requests FRA safety representation and full involvement in
all phases of the test program.
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 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 this proceedings should identify the
proceeding should identify the appropriate docket number (e.g., Waiver
Petition Docket Number H-96-1) 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 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, S.W., Washington, D.C. 20590.
Issued in Washington, D.C. on August 1, 1996.
Phil Olekszyk,
Acting Associate Administrator for Safety.
[FR Doc. 96-20149 Filed 8-6-96; 8:45 am]
BILLING CODE 4910-06-P