[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