Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Notices 28011

GRANT, May 3, 1995, Exemption No.

5718A

Docket No.: 27345

Petitioner: Life Lion Aeromedical

Service

Sections of the FAR Affected: 14 CFR

135.213 (a) and (b)

Description of Relief Sought/

Disposition: To allow Life Lion

Aeromedical Service to conduct

instrument flight rule departures during

patient transport flights from 13 airports

in Pennsylvania when weather

observations from the U.S. National

Weather Service (NWS), or a source

approved by the NWS, or a source

approved by the Administrator are not

available.

DENIAL, May 3, 1995, Exemption No.

6077

Docket No.: 27822

Petitioner: Milwaukee General

Aviation, Inc.

Sections of the FAR Affected: 14 CFR

91.119

Description of Relief Sought/

Disposition: To permit Milwaukee

General Aviation, Inc., to conduct

flights in fixed-wing aircraft at

approximately 800 feet above ground

level over congested areas in certain

meteorological conditions, for the

purpose of conducting its aerial traffic

observation program.

DENIAL, May 5, 1995, Exemption No.

6079

Docket No.: 27874

Petitioner: The University of

Oklahoma

Sections of the FAR Affected: 14 CFR

141.67(a)(2)

Description of Relief Sought/

Disposition: To permit The University

of Oklahoma to recommend for issuance

of pilot’s certificates those students who

have not completed all appropriate

training at the University of Oklahoma.

GRANT, May 16, 1995, Exemption

No. 6085

Docket No.: 27907

Petitioner: American Jet International

Corporation

Sections of the FAR Affected: 14 CFR

43.3(g)

Description of Relief Sought/

Disposition: To allow pilots employed

by American Jet International

Corporation to reconfigure company

airplane cabins as required for

particular flights.

GRANT, May 3, 1995, Exemption No.

6078

Docket No.: 28029

Petitioner: Boeing Commercial

Airplane Group

Sections of the FAR Affected: 14 CFR

25.841(a) and 25.1447(c)(1)

Description of Relief Sought/

Disposition: To allow the Boeing

Commercial Airplane Group exemption

from the cabin pressure altitude limit

requirement of § 25.841(a), as well as

the § 25.1447(c)(1) requirement that the

passenger oxygen masks be

automatically presented before the cabin

pressure altitude exceeds 15,000 feet,

for Boeing Model 757–200 series

airplanes operating into Bamda, China.

GRANT, April 26, 1995, Exemption

No. 6076

Docket No.: 28033

Petitioner: Continental Airlines

Sections of the FAR Affected: 14 CFR

121.433(c)(1)(iii), 121.441(a)(1),

121.441(b)(1), and appendix F of part

121

Description of Relief Sought/

Disposition: To permit Continental

Airlines regulatory relief to the extent

necessary to conduct a single visit

training program (SVTP) for flight

crewmembers, and eventually transition

into the Advanced Qualification

Program (AQP) codified in Special

Federal Aviation Regulation (SFAR) 58.

GRANT, May 11, 1995, Exemption

No. 6081

Docket No.: 28092

Petitioner: B2W Corporation

Sections of the FAR Affected: 14 CFR

135.143(c)(2)

Description of Relief Sought/

Disposition: To permit B2W to operate

without a TSO–C112 (Mode S)

transponder installed on its aircraft

operating under the provisions of part

135.

GRANT, May 9, 1995, Exemption No.

6083

Docket No.: 28101

Petitioner: Wings West Aviation

Sections of the FAR Affected: 14 CFR

135.143(c)(2)

Description of Relief Sought/

Disposition: To permit Wings West

Aviation to operate without a TSO–

C112 (Mode S) transponder installed on

its aircraft operating under the

provisions of part 135.

GRANT, May 9, 1995, Exemption No.

6082

Docket No.: 28115

Petitioner: Aero Flight Service, Inc.

Sections of the FAR Affected: 14 CFR

135.143(c)(2)

Description of Relief Sought/

Disposition: To permit Aero Flight

Service, Inc., to operate without a TSO–

C112 (Mode S) transponder installed on

its aircraft operating under the

provisions of part 135.

GRANT, May 9, 1995, Exemption No.

6084

[FR Doc. 95–13013 Filed 5–25–95; 8:45 am]

BILLING CODE 4910–13–M

Federal Railroad Administration

Petition for Waivers of Compliance

In accordance with 49 CFR 211.9,

211.41 and 211.45, notice is hereby

given that the Federal Railroad

Administration (FRA) has received a

request for a waiver of compliance with

certain requirements of the Federal

safety laws and regulations. The

individual petition is described below,

including the party seeking relief, the

regulatory provisions involved, the

nature of the relief being requested and

the petitioner’s arguments in favor of

relief.

National Railroad Passenger

Corporation (Amtrak)

Docket Number H–95–1

Amtrak requests waivers of

compliance with certain provisions of

the Federal Railroad Administration

(FRA) railroad safety regulations. It is

seeking relief from sections of Railroad

Safety Appliance Standards (49 CFR

Part 231), Railroad Safety Glazing

Standards (49 CFR Part 223) and

Railroad Track Safety Standards (49

CFR Part 213). The relief is being sought

in order to demonstrate the IC3

‘‘Flexiliner’’, a three-car, articulated,

diesel hydraulic, multiple unit trainset

built by ABB Scandia A/S for the

Danish State Railway (DSB).

The demonstration is a joint project

by Amtrak and ABB Traction, Inc.

(ABB), and a number of potential

sponsors, including state departments of

transportation and commuter agencies.

Amtrak is serving as the host agency

and is acting as liaison with the FRA.

The Flexiliner which will be

demonstrated was built for the DSB and

is presently in revenue service in

Denmark. Modifications will be made to

the equipment in Denmark to ensure the

trainset meets Amtrak and FRA

requirements, where practical.

Amtrak anticipates that the Flexiliner

trainset will arrive at the Port of

Baltimore in July 1995, and be taken to

Washington, DC for commissioning

tests. After completion of the tests, it is

intended that the Flexiliner will operate

across the country and be placed in

revenue service in the Portland-Eugene,

Oregon corridor. This is contingent

upon ABB receiving a contract award

from Oregon, following a competitive

proposal evaluation. Demonstration

runs in Amtrak’s Northeast Corridor, at

a maximum speed of 110 mph, may be

scheduled for dignitaries before

shipment to Oregon. The train may also

operate in either demonstration service

or revenue service between other city

pairs in other parts of the country.
28012 Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Notices

The Flexiliner will be comprised of

three units. The front and rear unit each

have two air cooled diesel engines and

hydraulic transmissions. The two bogies

of the end units are powered and the

trailing bogie supports one end of the

intermediate non-powered unit. The

train is equipped with spring-loaded

parking brakes, which replaces the

handbrakes.

Amtrak seeks a temporary waiver

from compliance with the Railroad

Glazing Standards, Section 223.15 (a)

and (b), which requires that all front and

rear facing windows on passenger cars

must meet the FRA Type I testing

criteria and all side facing glazing on

passenger cars must meet the FRA Type

II testing criteria.

The front and rear facing windshields,

manufactured by the Triplex Aircraft

and Special Products, Limited (TASP),

Birmingham, England, is comprised of

three sheets of glazing interlayered with

soft PVB resulting in a thickness of

approximately 22.9 mm (.916 inch). The

front and rear facing glazing material

was subjected to the British Railways

Board (BRB) Specification No. 566 for

Type 2 windows, for locomotives and

multiple units operating at speeds up

180 km/hr. The glazing material is

designed to resist the penetration into

the vehicle of a sharp cornered hollow

steel cube having sides of a dimension

of 70 to 75 mm (2.76′′ to 2.95′′) and a

mass of .9 kg (≈2 lbs), traveling at a

speed of 290 km/hr (≈180 mph) per

hour, the window to be vertically

mounted in an ambient temperature of

not more than 10 degrees C and with the

window heater turned off. The result of

the impact test was that all glass plies

broke, some spalling off inner glass face,

small split in PVB interlayer, and no

penetration of the missile. The test

specimen of TASP glazing adequately

met the impact requirements for BRB

test No. 566 for Type 2 windows.

The side glazing is manufactured

according to the National Standards

Institute Code ANSI Z97.1–1984. The

side window glazing outer pane is 6 mm

(.24′′) thick, heat-reflecting (coated),

hardened, clear ‘‘Antelio’’. The space in

between panes is 12 mm (.48′′), Argon

gas-filled to improve insulation. The

inner pane is 4 mm (.16′′) thick,

specially hardened clear float glass. In

general, the ANSI Test Code for Z97.1

simulates the load from a 100 pound

person running at a speed of 22 feet/

second hitting the glazing. The test is

simulated with an impactor made of a

punching bag filled with lead shot

weighing a total of 100 pounds. The

impactor is swung in a pendulum arc

from a distance of 12, 18, and 48 inches

from the vertically supported glazing

test specimen. Interpretation of the test

results depends upon the breakage of

the test specimen, but the details are not

included in this notice. Neither the front

and rear facing glazing, nor the side

facing glazing materials are in

compliance with Part 223 because none

of it was tested according to the testing

criteria found in Appendix A to Part

223, Certification of Glazing Materials.

Section 223.15(c) requires that each

passenger car be equipped with

minimum of four (4) emergency [side]

windows. The Flexiliner has no

emergency side windows per se, and the

escape method is to break the windows

with emergency hammers strategically

located in the passenger compartments.

Further, ABB states that wide aisles lead

passengers to the four wide entrance

doors located in the side of the three

unit trainset. The entrance doors are

normally electrically activated and

pneumatically operated, and in an

emergency can be manually opened in

the absence of pneumatic pressure or

electricity. The two side cab doors at

each end of the trainset may also be

used as emergency exits.

Amtrak also seeks a temporary waiver

from Section 231.12(c), which requires

that each passenger car with wide

vestibules have two (2) horizontal

handholds located near each end on

each side of the vestibule end sill. The

Flexiliner has no horizontal handholds

at either end of the trainset. Modifying

the vehicle structure for handholds is

impractical for such a short duration

test, according to Amtrak.

Section 231.12(d) requires uncoupling

levers. The Flexiliner does not have a

conventional uncoupling lever, since it

was designed to be uncoupled

electrically by yard or operating crews.

A manually operated emergency lever is

provided which does not meet FRA

requirements. Amtrak is seeking a

temporary waiver because to design and

install a manual uncoupling lever is not

practical for this [test] program. Further,

the Flexiliner has a European style

automatic coupler at each end. ABB

stated that an adaptor would be

provided so that the trainset’s automatic

coupler can be coupled to a standard

AAR coupler.

Amtrak states that during all tests,

demonstration service, and revenue

service, the train will not exceed the

authorized speed for the class of track

over which it is operating. However,

Amtrak desires to explore cant deficient

curving operation of this non-tilt

trainset at speeds developing cant

deficiency values in excess of the three

inch limit defined in the track safety

standards. The track safety standards in

Section 213.57(b) prescribe a speed

limit, not distinguishing between freight

and passenger rolling stock, at which

trains may operate over curved track as

a function of curve radius (curvature)

and the installed superelevation. In the

general case, for any combination of

curvature and superelevation there is a

specific (‘‘balanced’’) speed at which the

effect of centrifugal force is cancelled

and in the case of passenger cars the

result is passenger insensitivity to actual

curve negotiation. This is an ideal

outcome for passenger trains which

usually operate considerably faster than

freight trains and, as a consequence,

would demand greater superelevation to

produce the balanced effect. The track

standards permit the operation of trains

on curves at speeds producing a

conservative underbalance (or, put

another way, ‘‘cant deficiency’’) in line

with historic industry practice. On the

other hand, successful passenger train

operation in many places overseas is

predicated on curve negotiation at train

speeds developing significantly higher

cant deficiencies than permitted by the

U.S. track regulations. This practice has

been followed abroad without incident

for many years. State railroad

authorities in Western Europe and Japan

approved curving speeds for specifically

designed rolling stock that produce cant

deficiencies at the upper end of the

acceptable range without passengers

incurring centrifugal force-induced

discomfort (for a detailed discussion of

cant deficiency, see 52 FR 38035,

October 13, 1987).

Amtrak and FRA have worked

together in the conduct of cantdeficiency-related analyses for four

trainsets of foreign origin up to now. In

its petition, Amtrak outlines the now

standard procedural steps it intends to

take in arriving at a safety qualification

of the IC3 trainset in the mode of cant

deficient operation at values above three

inches. If the petition is granted it

would be FRA’s responsibility to assure

that Amtrak follows these procedures

rigorously in this case just as was done

in the past.

Interested parties are invited to

participate in this proceeding by

submitting written views, data, or

comments. FRA does not anticipate

scheduling a public hearing in

connection with this proceeding 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 these

proceedings should identify the

appropriate docket number (e.g., Waiver

Petition Docket Number H–95–1) and
Federal Register / Vol. 60, No. 102 / Friday, May 26, 1995 / Notices 28013

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 by July 1,

1995 will be considered 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 May 23,

1995.

Phil Olekszyk,

Deputy Associate Administrator for Safety

Compliance and Program Implementation.

[FR Doc. 95–13018 Filed 5–25–95; 8:45 am]

BILLING CODE 4910–06–M

DEPARTMENT OF THE TREASURY

Public Information Collection

Requirements Submitted to OMB for

Review

May 18, 1995.

The Department of Treasury has

submitted the following public

information collection requirement(s) to

OMB for review and clearance under the

Paperwork Reduction Act of 1980,

Public Law 96–511. Copies of the

submission(s) may be obtained by

calling the Treasury Bureau Clearance

Officer listed. Comments regarding this

information collection should be

addressed to the OMB reviewer listed

and to the Treasury Department

Clearance Officer, Department of the

Treasury, Room 2110, 1425 New York

Avenue, NW., Washington, DC 20220.

Bureau of Alcohol, Tobacco and

Firearms (BATF)

OMB Number: 1512–0119.

Form Number: ATF F 2149/2150

(5200.14).

Type of Review: Extension.

Title: Notice of Removal of Tobacco

Products, Cigarette Papers, or Cigarette

Tubes.

Description: Tobacco manufacturers

or export warehouse proprietors are

liable for tax on tobacco products on

their premises. Tobacco products,

cigarette papers and tubes may be

removed without payment of tax, for

specific and verifiable purposes. This

form documents and verifies these

removals.

Respondents: Business or other forprofit.

Estimated Number of Respondents:

314.

Estimated Burden Hours Per

Respondent: 15 minutes.

Frequency of Response: On occasion.

Estimated Total Reporting Burden:

21,195 hours.

OMB Number: 1512–0162.

Form Number: ATF F 3067 (5210.9).

Type of Review: Extension.

Title: Inventory—Manufacturer of

Tobacco Products.

Description: This form is necessary to

determine the beginning and ending

inventories of tobacco products at the

premises of a tobacco products

manufacturer. The inventory is recorded

on this form by the proprietor and is

used to determine tax liability,

compliance with regulations and for

protection of the revenue.

Respondents: Business or other forprofit.

Estimated Number of Respondents:

34.

Estimated Burden Hours Per

Respondent: 30 minutes.

Frequency of Response: On occasion.

Estimated Total Reporting Burden:

170 hours.

OMB Number: 1512–0345.

Recordkeeping Requirement ID

Number: ATF REC 5150/12.

Type of Review: Extension.

Title: Manufacturers Recovering

Taxpaid Alcohol.

Description: Apothecaries,

pharmacists and manufacturers of

certain nonbeverage products may use

and recover taxpaid alcohol in the

manufacture of such products. The

manufacturer then may claim drawback

of the taxpaid on the alcohol used.

Records of the recovered spirits protect

against duplication of claims or

diversion to beverage use.

Respondents: Business or other forprofit.

Estimated Number of Recordkeepers:

20.

Estimated Burden Hours Per

Recordkeeper: 90 hours.

Frequency of Response: On occasion.

Estimated Total Recordkeeping

Burden: 1,800 hours.

OMB Number: 1512–0358.

Recordkeeping Requirement ID

Number: ATF REC 5210/1.

Type of Review: Extension.

Title: Tobacco Products

Manufacturers—Records of Operations.

Description: Tobacco Products

manufacturers must maintain a system

of records that provide accountability

over the tobacco products received and

produced. Needed to ensure tobacco

transactions to be traced, and ensure

that tax liabilities have been satisfied.

Respondents: Business or other forprofit.

Estimated Number of Recordkeepers:

101.

Estimated Burden Hours Per

Recordkeeper: 150 hours.

Frequency of Response: Other.

Estimated Total Recordkeeping

Burden: 15,150 hours.

OMB Number: 1512–0363.

Recordkeeping Requirement ID

Number: ATF REC 5210/6.

Type of Review: Extension.

Title: Tobacco Products

Manufacturers—Supporting Records for

Removals for the Use of the United

States.

Description: Use of Tobacco Products

Manufacturers to record removals of

tobacco products for the use of the

United States. Used by ATF to verify

that removal was tax exempt. Needed to

maintain accountability over removals;

allows transactions to be traced. Protects

tax revenue.

Respondents: Business or other forprofit.

Estimated Number of Recordkeepers:

101.

Estimated Burden Hours Per

Recordkeeper: 5 hours.

Frequency of Response: Other.

Estimated Total Recordkeeping

Burden: 505 hours.

OMB Number: 1512–0368.

Recordkeeping Requirement ID

Number: ATF REC 5230/1.

Type of Review: Extension.

Title: Tobacco Products Importer or

Manufacturer—Records of Large Cigar

Wholesale Prices.

Description: Used by tobacco products

importers or manufacturers who import

or make large cigars. Records needed to

verify wholesale prices on those cigars;

tax is based on those prices. Ensures

that all tax revenues due the

government are collected.

Respondents: Business or other forprofit.

Estimated Number of Recordkeepers:

108.

Estimated Burden Hours Per

Recordkeeper: 2 hours, 20 minutes.

Frequency of Response: Other.

Estimated Total Recordkeeping

Burden: 252 hours.

OMB Number: 1512–0391.

Recordkeeping Requirement ID

Number: ATF REC 5210/10.

Type of Review: Extension.

Title: Tobacco—Record of Disposition

More Than 60,000 Cigarettes in a Single

Transaction.

Description: Records must be

maintained by Tobacco Products

manufacturers and cigarette distributors

showing details of large cigarette

transactions; used to trace the