22428 Federal Register / Vol. 60, No. 87 / Friday, May 5, 1995 / Notices

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 loadcarrying 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 (trainlined 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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