Federal Register / Vol. 60, No. 245 / Thursday, December 21, 1995 / Notices 66339

business hours (9 a.m.–5 p.m.) in Room

8201, Nassif Building, 400 Seventh

Street, S.W., Washington, D.C. 20590.

The waiver petition is as follows:

Little Kanawha River Rail (LKRR)

FRA Waiver Petition Docket No. RSEQ–

95–4

The LKRR seeks a waiver of

compliance with Title 49, Code of

Federal Regulations (49 CFR), Part 240,

‘‘Qualifications for Locomotive

Engineers.’’ LKRR is a rural railroad

operating over approximately 2.8 miles

of track near the Little Kanawha River

in Wood County, West Virginia. LKRR

operates using a 1200 HP locomotive,

No.1205. LKRR employs 3 part time

employees, has a maximum speed of 10

MPH and a 5 MPH restriction over

crossings and bridges. The LKRR

operates approximately 16 hours per

week handling coke into Marietta

Industrial Enterprises and scrap metal

from Ames Corporation.

LKRR handles about 55 cars per

month. LKRR has 4 crossings at grade

on its property and interchanges with

the CSXT near the end of its line. LKRR

states that granting this wavier will not

have a negative impact on safety.

Issued in Washington, D. C. on December

18, 1995.

Phil Olekszyk,

Deputy Associate Administrator for Safety

Compliance and Program Implementation

[FR Doc. 95–31116 Filed 12–20–95; 8:45 am]

BILLING CODE 4910–06–P

Notice of Application for Approval of

Discontinuance or Modification of a

Railroad Signal System or Relief From

the Requirements of Title 49 CFR Part

236

Pursuant to Title 49 CFR Part 235 and

49 U.S.C. App. 26, the following

railroads have petitioned the Federal

Railroad Administration (FRA) seeking

approval for the discontinuance or

modification of the signal system or

relief from the requirements of Title 49

CFR Part 236 as detailed below.

Block Signal Application BS–AP–No.

3370

Applicant: Portland and Western

Railroad, Incorporated, Mr. A.W.

Mogytych, President and General

Manager, P.O. Box 942, Albany,

Oregon 97321

The Portland and Western Railroad,

Incorporated (PNWR) seeks approval of

the proposed discontinuance and

removal of the traffic control system, on

the single main track and controlled

siding, between Greton, milepost 757.0

and St. Marys, milepost 751.8, Oregon,

a distance of approximately 5 miles, and

operate trains by track warrant control.

The reason given for the proposed

changes is that of the 106 miles of main

line track that PNWR operates, only 5

miles of trackage is controlled by CTC.

The maintenance of the CTC imposes a

unnecessary cost burden upon PNWR,

and frequent and costly train delays are

experienced because of difficulties in

establishing communications with the

SP dispatching personnel in Denver.

PNWR is the only operating carrier

within the CTC limits and the carrier’s

track warrant system utilized on 83.2

miles of other trackage, is adequate to

safely handle PNWR traffic in lieu of

CTC. Acquisition and installation of

CTC controls to operate from PNWR’s

Albany, Oregon, dispatching office

would be prohibitively expensive.

BS–AP–No. 3371

Applicant: Union Pacific Railroad

Company, Mr. P.M. Abaray, Chief

Engineer—Signals/Quality, 1416

Dodge Street, Room 1000, Omaha,

Nebraska 68179–0001

The Union Pacific Railroad Company

seeks approval of the proposed

modification of the automatic block

signal system, on the single main track,

at North End of Travis, milepost 253.9,

near San Antonio, Texas, Austin

Subdivision; consisting of the

discontinuance and removal of

automatic block signal 2539–2 and

absolute signal 2540–2, conversion of

absolute signal 2545–2 to automatic

operation, and relocation of automatic

signal 2546–2.

The reason given for the proposed

changes is that Travis siding is no

longer used for the meeting and passing

of trains.

BS–AP–No. 3372

Applicant: Union Pacific Railroad

Company, Mr. P.M. Abaray, Chief

Engineer—Signals/Quality, 1416

Dodge Street, Room 1000, Omaha,

Nebraska 68179–0001

The Union Pacific Railroad Company

seeks approval of the proposed

discontinuance and removal of the rail

locks and associated power-operated

switch machines, on the two main track

Baring Cross Bridge, milepost 345.4,

near North Little Rock, Arkansas, Little

Rock Subdivision.

The reason given for the proposed

changes is to modernize the operation of

the Baring Cross Bridge.

BS–AP–No. 3373

Applicant: Union Pacific Railroad

Company, Mr. P.M. Abaray, Chief

Engineer—Signals/Quality, 1416

Dodge Street, Room 1000, Omaha,

Nebraska 68179–0001

The Union Pacific Railroad Company

seeks approval of the proposed

discontinuance and removal of the

automatic block signal system, on the

single main track, between Montana

Junction, Idaho, milepost 136.7 and

Idaho Falls, Idaho, milepost 189.4,

Montana Subdivision, approximately 53

miles; consisting of the discontinuance

and removal of 81 automatic block

signals and conversion of signals 1382

and ‘‘BW Hold’’ to operative distant

signals.

The reason given for the proposed

changes is that traffic density does not

warrant an automatic block signal

system.

BS–AP–No. 3374

Applicant: Southern Pacific Lines, Mr. J.

A. Turner, Engineer—Signals,

Southern Pacific Building, One

Market Plaza, San Francisco,

California 94105

The Southern Pacific Lines seeks

approval of the proposed

discontinuance and removal of the

automatic block signal system, on the

No. 2 main track, between Valley Blvd

X-Overs, milepost B–485.5 and Taylor

Junction B–482.8, California, Los

Angeles Division, Basin Subdivision,

West Line; consisting of the

discontinuance and removal of

automatic block signal 4846 and

designation of the No. 2 main track to

a yard track.

The reason given for the proposed

changes is that due to minimum track

usage, the automatic block signal system

is no longer required.

BS–AP–No. 3375

Applicant: Southern Pacific Lines, Mr. J.

A. Turner, Engineer—Signals,

Southern Pacific Building, One

Market Plaza, San Francisco,

California 94105

The Southern Pacific Lines seeks

approval of the proposed conversion of

the manual interlocking system to a

traffic control system, between Polk,

milepost 131.8 and Elvas, milepost 92.1,

California, Roseville Division, San

Joaquin Subdivision.

The reason given for the proposed

changes is to enhance safety by having

the operator use the same operating

rules as the dispatchers on joining

territories.

BS–AP–No. 3376

Applicant: Southern Pacific Lines, Mr. J.

A. Turner, Engineer—Signals,

Southern Pacific Building, One

Market Plaza, San Francisco,

California 94105

The Southern Pacific Lines (SP) seeks

approval of the proposed

discontinuance and removal of the

barricade detectors and installation of
66340 Federal Register / Vol. 60, No. 245 / Thursday, December 21, 1995 / Notices

Krail, in the SP Western Region, at the

following dead end street locations:

Roseville Division

Brooklyn Subdivision, Valley Line,

County Road Milepost C–737.8

Valley Subdivision, East Valley Line,

Road Milepost C–183.0

Roseville Subdivision, No.1 Track,

Forest Street Milepost A–124.7

Martinez Subdivision, Sacramento Line,

Road Milepost A–9.4

Coast Subdivision, Coast Line, Road

Milepost E–79.7

San Joaquin Subdivision, Fresno Line,

Road Milepost B–109.5

San Joaquin Subdivision, Fresno Line,

Road Milepost B–204.6

San Joaquin Subdivision, Sacramento

Line, Road Milepost A–99.9

Los Angeles Division

Salinas Subdivision, Coast Line, Harris

Road Milepost E–121.8

Santa Barbara Subdivision, Coast Line,

Road Milepost E–403.2

Santa Barbara Subdivision, Coast Line,

Road Milepost E–422.6

West Colton Division

Mojave Subdivision, Bakersfield Line,

Road Milepost B–384.6

Mojave Subdivision, Bakersfield Line,

Road Milepost B–400.0

Mojave Subdivision, Bakersfield Line,

Road Milepost B–402.0

Yuma Subdivision, East Line, Road

Milepost B–574.3

Gila Subdivision, Phoenix Line, Road

Milepost R–922.8

El Paso Division

Carrizozo Subdivision, Tucumcari Line,

Road Milepost B–1298.2

Carrizozo Subdivision, Tucumcari Line,

Road Milepost B–1300.2

Carrizozo Subdivision, Tucumcari Line,

Road Milepost B–1300.4

The reason given for the proposed

changes is that due to the crossings

being closed for a number of years, the

barricade detectors are no longer

required, and will eliminate

unnecessary train delays associated

with vandalism.

BS–AP–No. 3377

Applicant: National Railroad Passenger

Corporation, Ms. Alison ConwaySmith, Vice President/Chief Engineer,

30th and Market Streets, Philadelphia,

Pennsylvania 19104

The National Railroad Passenger

Corporation (Amtrak) and the

Massachusetts Bay Transportation

Authority (MBTA) jointly seek approval

of the proposed modification of the

traffic control system, between Hill

Interlocking, milepost 219.1 and South

Bay Interlocking, milepost 227.0 near

Boston, Massachusetts, Dorchester

Branch, New England Division;

associated with the installation of a new

‘‘Park Interlocking’’ near milepost 224.0,

the discontinuance and removal of the

intermediate wayside signals on the No.

1 and No. 2 main tracks between South

Bay and Dana Interlocking in favor of

operating by cab signals alone, and the

installation of NORAC Rule 280(a)

signals at South Bay, Park, and Dana

interlockings.

The reason given for the proposed

changes is that the existing wayside

signals are at the end of their useful life

span and will require replacement

within the next four years. The

Dorchester Branch is an extremely high

crime and vandalism area, and the

elimination of the wayside signals

would increase the realiablity of the

signal system, increase the safety of

maintenance personnel, and maintain

the safety of railroad traffic.

BS–AP–No. 3378

Applicant: Burlington Northern Santa

Fe Railroad Company, Mr. William G.

Peterson, Director Signal Engineering,

1900 Continental Plaza, 777 Main

Street, Fort Worth, Texas 76102–5304

The Burlington Northern Santa Fe

Railroad Company seeks approval of the

proposed discontinuance and removal

of the traffic control system, on the

single main track, between Appleton,

Minnesota, milepost 578.93 and

Summit, South Dakota, milepost 633.2,

Willmar Division, 12th Subdivision, a

distance of approximately 54.3 miles;

including conversion of Big Stone

Control Point, milepost 602.2 to

automatic switches, conversion of the

remaining power-operated switches to

hand operation, removal of all

associated signals, and operate train

movements by Track Warrant Control.

The proposed changes also include the

installation of an operative approach

signal near milepost 579.5 and

installation of a proximity warning

system on all locomotives between

Appleton, Minnesota and Terry,

Montana.

The reasons given for the proposed

changes are that reduced traffic patterns

do not justify high cost to maintain an

aging signal system; a late October snow

storm broke miles of pole line, cross

arms, and poles which to replace in

kind is estimated at $110,000; large

amounts of capital dollars will be

required to replace pole line with

electronic coded track circuits in the

near future; and full radio coverage is

reported.

BS–AP–No. 3379

Applicant: Burlington Northern Santa

Fe Railroad Company, Mr. William G.

Peterson, Director Signal Engineering,

1900 Continental Plaza, Fort Worth,

Texas 76102–5304

The Burlington Northern Santa Fe

Railroad Company seeks approval of the

proposed discontinuance and removal

of the traffic control and automatic

block signal systems, on the single main

track, between Summit, South Dakota,

milepost 633.2 and Terry, Montana,

milepost 1078.9, Willmar and

Yellowstone Divisions, Appleton,

Mobridge, and Hettinger Subdivisions, a

distance of approximately 445.7 miles;

including conversion of West End of

Aberdeen Control Point, near milepost

709.1 to automatic switches, conversion

of the remaining power-operated

switches to hand operation, removal of

all associated signals, and operate train

movements by Track Warrant Control.

The proposed changes also include the

installation of a proximity warning

system on all locomotives between

Appleton, Minnesota and Terry,

Montana.

The reasons given for the proposed

changes are that reduced traffic patterns

do not justify high cost to maintain an

aging signal system; large amounts of

capital dollars will be required to

replace pole line with electronic coded

track circuits in the near future; and full

radio coverage will be provided.

Any interested party desiring to

protest the granting of an application

shall set forth specifically the grounds

upon which the protest is made, and

contain a concise statement of the

interest of the protestant in the

proceeding. The original and two copies

of the protest shall be filed with the

Associate Administrator for Safety,

FRA, 400 Seventh Street, SW.,

Washington, D.C. 20590 within 45

calendar days of the date of issuance of

this notice. Additionally, one copy of

the protest shall be furnished to the

applicant at the address listed above.

FRA expects to be able to determine

these matters without oral hearing.

However, if a specific request for an oral

hearing is accompanied by a showing

that the party is unable to adequately

present his or her position by written

statements, an application may be set

for public hearing.

Issued in Washington, D.C. on December

18, 1995.

Phil Olekszyk,

Deputy Associate Administrator for Safety

Compliance and Program Implementation.

[FR Doc. 95–31114 Filed 12–20–95; 8:45 am]

BILLING CODE 4910–06-P