Petition for Waiver of Compliance

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