[Federal Register Volume 72, Number 59 (Wednesday, March 28, 2007)]
[Notices]
[Pages 14641-14642]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-5614]


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DEPARTMENT OF TRANSPORTATION

Federal Railroad Administration

[Docket No. FRA-2007-27623]


Notice of Informal Safety Inquiry

AGENCY: Federal Railroad Administration (FRA), DOT.

ACTION: Notice of informal safety inquiry; technical conference.

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SUMMARY: FRA is conducting an informal safety inquiry and technical 
conference to explore the safety implications associated with the use 
of a variety of safety-relevant technologies that while possibly 
providing significant efficiencies, may not be designed with failsafe 
characteristics. Such technologies might range from power-assisted 
switches historically used in yard operations being used on main 
tracks, switch position detection and indication in dark territory, to 
train-pacing software designed for fuel savings. FRA seeks to gain a 
better perspective on the use of such technology and the safety 
concerns that may be presented.

DATES: Technical Conference: A technical conference will be held on 
April 19, 2007 at 10 a.m. in Washington, DC.
    Comments: Interested parties may submit comments relevant to the 
issues identified in this notice or discussed at the technical 
conference to the address noted below. Such written materials should be 
submitted by May 18, 2007, however comments submitted after that date 
will be considered to the extent possible.

ADDRESSES: (1) Technical Conference: The technical conference will be 
held in the Washington and Jefferson Rooms at the Marriott Residence 
Inn, 1199 Vermont Avenue, NW., Washington, DC 20005.
    (2) Attendance: Persons wishing to participate in the technical 
conference are requested to provide their names, organizational 
affiliation, and contact information, to Michelle Silva, Docket Clerk, 
FRA 1120 Vermont Avenue, NW., Washington, DC 20590 (telephone 202-493-
6030).
    (3) Comments: Anyone wishing to file a comment related to this 
informal safety inquiry should refer to the FRA Docket Number FRA-2007-
27623. You may submit your comments and related material by only one of 
the following methods:
    (i) By mail to the Docket Management System, U.S. Department of 
Transportation, Room PL-401, 400 7th Street, SW., Washington, DC 20590-
0001; or
    (ii) Electronically through the Web site for the Docket Management 
System at http://dms.dot.gov. For instructions on how to submit 
comments electronically, visit the Docket Management System Web site 
and click on the ``help'' menu.
    The Docket Management Facility maintains the public docket for this 
proceeding. Comments and documents as indicated in this preamble will 
become part of this docket and will be available for inspection or 
copying at room PL-401 on the Plaza Level of the Nassif building at the 
same address during regular business hours. You may also obtain access 
to this docket on the Internet at http://dms.dot.gov.
    FRA wishes to inform all potential commenters that anyone is able 
to search the electronic form of all comments received into any of our 
dockets by the name of the individual submitting the comment (or 
signing the comment, if submitted on behalf of an association, 
business, labor union, etc.). You may review DOT's complete Privacy Act 
Statement in the Federal Register published on April 11, 2000 (Volume 
65, Number 70; Pages 19477-78) or you may visit http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: Tom McFarlin, Staff Director, Signal 
and Train Control Division, FRA Office of Safety Assurance and 
Compliance, RRS-13, 1120 Vermont Avenue, NW., Stop 25, Washington, DC 
20950 (telephone 202-493-6203), or Mark Tessler FRA Office of the Chief 
Counsel, RCC-10, 1120 Vermont Avenue, NW., Stop 10, Washington, DC 
20950 (telephone 202-493-6061).

SUPPLEMENTARY INFORMATION: The purpose of the technical conference is 
to permit the exchange of information, and to discuss safety 
considerations and concerns, regarding these various systems being 
developed and installed outside of the scope of a ``conventional'' 
signal or train control system. Historically, FRA has regulated 
existing signal and train control system configurations under the 
provisions of 49 Code of Federal Regulations Part 236, Subparts A 
through G.
    During the past few years, the railroad industry has begun to 
deploy a variety of new devices and systems in what has traditionally 
been considered to be non-signaled territory. These new systems and 
devices, or conventional devices used in new applications, are 
generally constructed from aggregations of existing traditional 
technologies. Such systems include: remote-controlled power-operated 
switches in non-signaled track warrant control territory, switch 
position detection and indication, power-assisted switches used in main 
track applications, and various track integrity warning systems. 
Additionally, ``train pacing'' systems are being developed which could, 
in the near future, be integrated into existing positive train control 
(PTC) systems. Generally the separate components that make up these 
systems have individually proven to provide a reasonably high level of 
safety. When properly designed, implemented, and maintained, such 
integrations may result in significant safety and operational benefits; 
however, the level of safety of systems resulting from the integration 
of such technologies into new configurations has not always been

[[Page 14642]]

proven. These devices or systems when used outside of conventional 
traditional signal or train control systems are not always designed or 
implemented with fail-safe characteristics.
    A number of issues are raised by use of these technologies outside 
of traditional signal systems:

Power-Operated or Power-Assisted Switches

    Power-operated or power-assisted switches being implemented without 
the same level of mechanical and/or electrically locking, or with a 
full array of signal indications, as has been historically provided 
within conventional signal systems.
    Methods for protecting power-assisted switches include various 
forms of switch position indications and electrical locking, but there 
is little consistency amongst the methods. Issues include, but are not 
limited to the following:
     Failure to design and implement these type of switches 
using the closed circuit principle;
     Use of yard-type switches lacking traditional switch-and-
lock movement for main track operations;
     Exceeding maximum speeds intended for the type of 
equipment used;
     Failure to provide proper or sufficient mechanical or 
electrical locking to ensure safety of train operations;
     Failure to provide secure communications in the control 
circuitry;
     Failure to provide vital loss of shunt protection at some 
locations;
     Failure to produce an overall vital design of the system; 
and
     Failure to establish specific and/or sufficient standards 
for the design, installation, maintenance, inspection, testing, and 
repair; along with associated recordkeeping.

Special Track Condition Detection Devices

    Special track condition detection devices have been installed both 
within a conventional signal system, in non-signaled territory, and 
within PTC systems. These devices include electronically-detected 
erosion or other significant disturbance of the track bed structure, 
and if erosion or a disturbance is found, the signals governing 
movement through the affected are caused to display their most 
restrictive aspects; or in the case of non-signaled territory, other 
methods of providing notification of a possible hazardous condition are 
used (e.g., radio broadcast messaging, wayside indicator lights, 
indication/warning communicated to central dispatching locations, etc).
    Another track integrity system is designed to detect broken rails 
and train occupancy, and to provide indication to a central dispatching 
center as well as to trains approaching the area in otherwise non-
signaled territory. This system may or may not include switch position 
detection and it may or may not be of the fail-safe variety.
    Issues raised by use of these technologies are similar to those of 
power-operated or power-assisted switch machines used in non-signaled 
territory. There may be no formal commissioning procedure, nor a formal 
maintenance program that would include records of inspections, tests, 
maintenance, and repairs.

Other Train Control-Like Systems

    Many defined areas of remote control locomotive (RCL) operations 
are being established by which point protection for train movements is 
not required. In several areas, devices have been or are being 
installed at the extremities of these ``RCL zones'' to provide positive 
protection against unintended encroachment of train movements. Again, 
not unlike these other systems, there may be no specific constraints on 
their design, installation, and/or maintenance.
    Although FRA intends that this safety inquiry and technical 
conference address safety and economic implications related to the use 
of such equipment, FRA expects the focus of the discussions at the 
technical conference and written comments submitted in connection with 
this informal safety inquiry, to include the following issues:
     Use of yard-type switches lacking traditional switch-and-
lock movement;
     The safety implications related to the design, 
implementation, installation, and maintenance of existing equipment in 
new or novel configurations;
     The operational limitations that should be placed on such 
systems;
     Criteria for determining when such new or novel 
configurations are defective or unsafe or both;
     The extent of FRA oversight required;
     Criteria for determining when combinations of new or novel 
configurations require FRA oversight;
     The economic implications of any type of modification and/
or FRA oversight program;
     Alternative approaches to mandatory modification of 
existing equipment (e.g., notification of when the appliances become 
defective, or replacement of the appliances when that condition exists; 
mid-life over-hauls) and the economic implication of any suggested 
approach;
     The safety implications and standards that should and 
could be addressed by FRA's safety oversight of such systems;
     What components and part or parts of a system should FRA 
allow without oversight;
     What quality control standards should apply to these 
components and systems;
     What qualifications/training should the individuals 
performing the installation, maintenance, testing, and repair, of these 
components and systems possess;
     How should field or shop repairs of these components and 
systems be conducted;
     What are the safety implications of allowing such repairs;
     When should a component or system be considered defective;
     What visual and non-destructive inspection techniques are 
appropriate;
     At what interval should the components or system functions 
be inspected and/or tested;
     What records, if any, should be maintained of these 
inspections and tests;
     What, if any, requirements should be applicable regarding 
the modification or discontinuance of these systems once they are in 
service; and
     What special instructions should be in place concerning 
these systems and what efficiency testing standards should be 
established and followed?
    Any person wishing to attend the technical conference should notify 
FRA's Docket Clerk by mail at the address provided in the ADDRESSES 
section at least five working days prior to the date of the meeting and 
if possible, three copies of any materials they wish to present at the 
conference. FRA reserves the right to limit participation in the 
conference of persons who fail to provide such notification.

    Issued in Washington, DC, on March 22, 2007.
Grady C. Cothen, Jr.,
Deputy Associate Administrator for Safety Standards and Program 
Development.
[FR Doc. E7-5614 Filed 3-27-07; 8:45 am]
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