Petition for Waivers of Compliance

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]

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