[Federal Register Volume 64, Number 162 (Monday, August 23, 1999)]
[Notices]
[Pages 45996-46006]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-21777]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Petitions for Waivers of Compliance; Petition for Exemption for
Technological Improvements
In accordance with Title 49 Code of Federal Regulations (CFR)
Sections 211.9 and 211.41, and 49 U.S.C. 20306, notice is hereby given
that the Federal Railroad Administration (FRA) has received a request
for waiver of compliance with certain requirements of
[[Page 45997]]
the Federal railroad safety regulations and a request for exemption of
certain statutory provisions. The individual petition is described
below, including the party seeking relief, the regulatory and statutory
provisions involved, the nature of the relief being sought and the
petitioner's arguments in favor of relief.
New Jersey Transit Corporation; FRA Waiver Petition No. FRA-1999-
6135
New Jersey Transit Corporation (NJ Transit) seeks a permanent
waiver of compliance from certain CFR parts of Title 49, specifically:
part 221, Rear End Marking Device--Passenger, Commuter and Freight
Trains; part 223, Safety Gazing Standards--Locomotives, Passenger Cars
and Cabooses; part 229, Railroad Locomotive Safety Standards; part 231
Railroad Safety Appliance Standards; part 238, Passenger Equipment
Safety Standards; and part 239, Passenger Train Emergency Preparedness.
NJ Transit seeks approval of shared use and waiver of certain FRA
regulations involving light rail passenger operations on the planned
Southern New Jersey Light Rail Transit (SNJLRT) system. SNJLRT is a
regional light rail transit system that will link the cities of Camden,
NJ and Trenton, NJ, and provide local service along with bus, transit,
and intra and intercity rail transfer connections to an area previously
without light rail service. The SNJLRT project will cover 34 miles
using a combination of street running alignment and existing railroad
right-of-way to assist in meeting Southern New Jersey's mobility and
congestion needs.
A portion of the SNJLRT will run over the existing Consolidated
Rail Corporation (Conrail) Bordentown Secondary track, between MP 1.07
(Camden) and MP 33.1 (Trenton). The purpose of the waiver is for SNJLRT
operations over this ``Shared Trackage'' because of its connection with
the general railroad system of transportation. Conrail and NJ Transit
have agreed that transit operations will have exclusive use of the
Shared Trackage during the passenger period.
In each section entitled ``justification,'' FRA merely sets out NJ
Transit's justifications which are included in its petition. In doing
so, NJ Transit references the proposed Joint Policy Statement on Shared
Used of the General Railroad System issued by FRA and the Federal
Transit Administration (FTA) (64 FR 28238; May 25, 1999) (``Policy
Statement''). The proposed policy statement suggests that regulation of
light rail service on the general rail system, under conditions of
temporal separation from conventional rail movements, be handled
through application of complementary strategies. FRA regulations would
generally be employed to address hazards common to light rail and
conventional operations for which consistent handling is necessary,
while other hazards would be handled under FTA's program of State
Safety Oversight (49 CFR Part 659). See proposed Policy Statement for
details. Since FRA has not yet concluded its investigation of the
planned SNJLRT system, the agency takes no position at this time on the
merits of NJ Transit's stated justifications. As part of FRA's review
of the petition, the Federal Transit Administration will appoint a non-
voting liaison to FRA's Safety Board, and that person will participate
in the board's consideration of NJ Transits's waiver petition.
Part 221--Rear End Marking Device--Passenger, Commuter and Freight
Trains
Section 221.13(a) requires each train that occupies or operates on
main line track be equipped with a display on the trailing end of the
rear car of that train, and continuously illuminated or flashing a
marking device as prescribed in that subpart. Section 221.14(a)
requires that passenger, commuter and freight trains be equipped with
at least one such compliant marking device, which has been approved by
FRA in accordance with the procedures included in Appendix A of part
221, and which has specific intensity, beam arc width, color and flash
rate characteristics. The requirements are intended to reduce the
likelihood of rear-end collisions attributable to the inconspicuity of
the rear-end of a leading train.
Justification. NJ Transit requests a waiver from this requirement
because the SNJLRT vehicle will be equipped with marking devices such
as headlights, brake, tail, turn signal, clearance and marker lights,
and reflectors similar to those required for highway vehicles as
contained in NJDOT regulations. The NJDOT regulations adopt and
incorporate by reference the Federal Highway Administration's
(``FHWA'') Federal Motor Carrier Safety Regulations found at 49 CFR
part 393.
The external illumination consists of a set of front headlights,
turn signals, tail and brake lights, reflectors, clearance, and marker
lights at each end of the bi-directional SNJLRT vehicles. One headlight
is mounted next to each brake light, with the headlights capable of
being switched from low to high beam. Turn signal lights are visible
from both the front and sides of the vehicle. The mounting height and
candela value of the lights provided is consistent with FHWA
requirements for commercial motor vehicles contained in 49 CFR part
393. The SNJLRT vehicle exterior lighting was designed to match state
highway vehicle requirements instead of FRA regulations because the
SNJLRT vehicles will operate in two different environments: in streets
running mixed with motor vehicle traffic and in a conventional railroad
corridor. FRA-compliant rail car marker devices might not provide
sufficient information to motor vehicle drivers and, therefore might be
inappropriate for the in-street portion of the SNJLRT system. The
SNJLRT specifications on the other hand, will provide a higher level of
safety for in-street operations.
NJ Transit believes that safety on the conventional railroad
corridor will not be compromised by the use of the SNJLRT marking
devices. The SNJLRT vehicle will have tail and brake light and
clearance lights to define the end contour of the vehicle,
substantially similar to the marking devices required by FRA
regulations. Any variation in illumination levels between SNJLRT
vehicles and Conrail trains is not material because of the temporal
separation of the operations.
Section 223.9(c)--Glazing Requirements
Section 223.9(c) requires that passenger cars, including self-
propelled passenger cars built or rebuilt after June 30, 1980, be
equipped with FRA certified glazing in all windows. This requirement is
intended to reduce the likelihood of injury to passengers and/or
employees from breakage and shattering of windows (including
windshields).
Justification. NJ Transit requests a waiver of this requirement for
windows other than cab windshields because those windows will conform
to the side impact requirements of ANSI Z26. 1, Table 1, item 1,
``American National Standard for Safety Glazing Materials for Glazing
Motor Vehicles and Motor Vehicle Equipment Operating on Land
Highways.'' This glazing is break-resistant in normal usage, but can be
broken with a standard rescue tool, such as a pry bar (a pry bar will
be located near side windows in each SNJLRT vehicle) in an emergency.
Upon breaking, the glass ``crumbles'' into pebble-like pieces, posing
no significant hazard to passengers, employees or rescue personnel. The
use of such safety glass windows is standard throughout the rail
transit industry for (among other applications) in-street light rail
operations, where it has proved both durable and safe. In addition, the
risk
[[Page 45998]]
associated with vandalism (such as by rocks thrown against the windows)
is addressed from an operations standpoint in the System Safety Program
Plan (SSPP).
Section 223.9(d)--Emergency Exit Window Markings
Section 223.9(d) requires that each emergency window be
conspicuously and legibly marked with luminescent material on the
inside of each car and that clear and legible operating instructions be
posted at or near each such window. This section also requires that
each window intended for access by emergency responders for extrication
of passengers be marked with a retroreflective, unique and easily
recognizable symbol or other clear marking and that clear and
understandable window-access instructions be posted at each such window
or at the end of each car. These requirements are intended to
distinguish emergency windows from other windows and provide
information on the operation of the emergency windows.
Justification. NJ Transit requests a waiver from these requirements
because all side windows on the SNJLRT vehicles are suitable for use in
the event of an emergency and therefore, it would make no sense and
could prove to be a confusion hazard to mark any particular side
windows as designated ``emergency windows.'' All side windows are made
of safety glass and are fitted into the sidewalls by large, specialized
rubber sections. All of these windows can be broken with standard
rescue tools and can function as emergency windows if necessary. Pry
bars, which can be used to break windows if necessary, will be located
near side windows inside each SNJLRT vehicle. Instructions meeting FRA
requirements and clearly indicating that the pry bar can be used to
break any side window will be posted adjacent to each pry bar. Thus,
identification of some windows as ``emergency windows'' and the posting
of special operating instructions is not appropriate in this instance
and is not necessary for safe emergency egress from the SNJLRT vehicle.
Enforcing the marking requirements would not serve the intended safety
purpose.
Section 223.15(c)--Emergency Window Requirements
Section 223.15(c) requires each passenger train car to be equipped
with at least four emergency windows designed to permit rapid and easy
removal during an emergency. This requirement is intended to enhance
safety by providing emergency egress, in addition to egress through
vehicle doorways.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT vehicles will not be manufactured with designated
emergency windows. The vehicles, however, are designed to permit
equivalent or superior emergency exit options. Each vehicle has 10
windows on each side, all of which are made of safety glass and are
fitted into the sidewalls by large, specialized rubber sections. All of
these windows are large (approximately 42 by 36 inches) when compared
with conventional commuter rail cars, can be broken with standard
rescue tools, and can function as emergency windows if necessary.
Furthermore, the SNJLRT vehicle doorways provide greater access/
egress capability than is found on conventional commuter rail cars.
Each vehicle has two sets of double doors on each side of the vehicle.
The minimum clearance height of each doorway is 76 inches and the flow
lane width of each doorway is at least 24 inches (48 inches in total
for each set of double doors). The vehicle is designed such that the
egress time of an AW2 load shall not exceed 120 seconds, calculating
egress by assuring a flow rate of 2 seconds per passenger per flow
lane. The doors are releaseable through an emergency release lever
located on the inside of each doorway and for at least one doorway per
side on the outside of the vehicle. This will enable a closed and
interlocked door to be lock-released without power supply. Activation
of the emergency release levers shall allow the door leaves to be
manually operated. The interior door release levers shall be clearly
marked and in a location accessible to all passengers, compliant with
American with Disabilities Act (ADA) and FRA marking requirements.
These release lever features will enable quick and easy opening of the
doors by passengers, equivalent to FRA emergency exit window
requirements.
The doorways are designed to provide the main means of emergency
access/egress, and because the large windows can function as additional
emergency access/egress points, there is very little risk of passengers
becoming trapped or rescue personnel being unable to reach passengers.
In addition, the SSPP will contain detailed emergency response plan
requirements which will include passenger evacuation and crowd control
planning.
Section 229.125--Headlights and Auxiliary Lights
Sections 229.125(a) and (d) require locomotives to have headlights
of specified candela brightness, and auxiliary lights of specified
brightness and placement on the vehicle. The purpose of these
requirements is to reduce the risk of collisions attributable to
inconspicuity of the train, particularly in low light level situations.
Justification. NJT requests a waiver from these requirements
because the SNJLRT vehicles will have lights similar to those required
by state law applicable to commercial motor vehicles. The SNJLRT
vehicles will be equipped with two headlights on the leading cab of the
train capable of illuminating a person 500 feet away. In addition, each
vehicle will have an auxiliary light on the front of the car that will
form a triangular pattern with the headlights to present a distinctive
profile to motor vehicle drivers approaching grade crossings.
The use of lighting similar to motor vehicle lighting is desirable
because the SNJLRT vehicle operates in two distinctly different
environments. One portion is on mainline railroad track and the other
is street-running mixing with highway traffic. NJ Transit believes that
while the SNJLRT lighting arrangement will provide for sufficient light
to provide safety along the railroad right-of-way, the FRA lighting
requirements may not be appropriate for the street-running portions of
the route. However, since the front of the vehicle will have headlights
and auxiliary lighting to define the end contour of the vehicle, the
conspicuity of the train will be assured in both the Shared Trackage
and street-running portions of the route and any effect of variations
in illumination levels will be minor.
Section 231.14--Passenger Cars Without End Platforms
Section 231.14 specifies the requisite location, number,
dimensions, and manner of application of a variety of railroad car
safety appliances (e.g., hand brakes, ladders, handholds, steps),
directly implementing a number of statutory requirements found in 49
U.S.C. 20301-05.
The statutory provisions contains specific standards for automatic
couplers, sill steps, hand brakes, and secure ladders and running
boards. Where ladders are required, compliant handholds or grab irons
for the roof of the vehicle at the top of each ladder are mandated.
Compliant grab irons or handholds also are required for the ends and
sides of the vehicles, in addition to standard height drawbars. In
addition, the statute requires trains to be equipped with a sufficient
number of vehicles with power or train brakes so that the engineer may
control the train's speed without the use of a common
[[Page 45999]]
hand brake. At least 50 percent of the vehicles in the train must be
equipped with power or train brakes, and the engineer must use the
power or train brakes on those vehicles and all other vehicles equipped
with such brakes that are associated with the equipped vehicles in the
train.
Aside from the statutory-based requirements, the regulations
provide additional and parallel specifications for hand brakes, sill
steps, side handholds, end handholds, end handrails, side-door steps
and uncoupling levers. More specifically, each passenger vehicle must
be equipped with an efficient hand brake that operates in conjunction
with the power brake on the train. The hand brake must be located so
that it can be safely operated while the passenger vehicle is in
motion. Passenger cars must have four sill steps and side-door steps,
and prescribed tread length, dimensions, material, location and
attachment devices for sill steps and side-door steps. In addition,
there are requirements for the number, composite material, dimensions,
location and other characteristics for side and end handholds and end
handrails. Finally, this section requires the presence of uncoupling
attachments that can be operated by a person standing on the ground.
These very detailed regulations are intended to ensure that sufficient
safety appliances are available and that they will function safely and
securely as intended.
Justification. As noted above, some of the requirements in
Sec. 231.14 are required by statute and, therefore, are not subject to
waiver under FRA's regulatory waiver provisions. FRA does, however,
have the statutory authority to provide exemptions from these statutory
requirements pursuant to 49 U.S.C. 20306. Consequently, NJ Transit
requests exemption from and/or waiver of these requirements, as
appropriate, because the SNJLRT vehicles will be equipped with their
own array of safety devices, resulting in equivalent safety.
The SNJLRT vehicle has a number of features that provide an
equivalent or superior level of safety as compared to a conventional
hand brake. Each SNJLRT vehicle will be equipped with a parking brake
located in each of the two control stands in each vehicle.
The brake is capable of holding the vehicle on a gradient of six
percent at an AWl (60 tons) load. The SNJLRT vehicles will be operated
by a one-person crew. The SNJLRT train will be either one or two
vehicles. The train will be operated from the control stand in the lead
cab, on trains consisting of two cars, and from the front of the single
vehicle in the case of a one vehicle train. During normal operating
conditions, the operator will make all service and parking brake
applications. In the event of an emergency, the SNJLRT vehicle will
have several features which would permit passengers to activate the
braking system. First, an emergency release device located on each
passenger door pillar causes an irrevocable application of the service
brakes in the event of any application. Second, the four doors (two on
each side of each vehicle) are interlocked with the propulsion system
to ensure that the SNJLRT vehicle does not move while any doors are
open, and the opening of the doors while the SNJLRT vehicle is in
motion will cause an irrevocable application of the service brake. The
braking characteristics of the SNJLRT vehicle will result in a shorter
full service brake activation time and easier brake application than
would be achieved by the presence of a traditional hand brake. Thus,
the safety purpose of the hand brake requirement is achieved, but in a
manner that provides an equivalent or superior level of safety.
Sill steps and side-door steps are not necessary for safety on the
SNJLRT vehicle, because it is a low floor vehicle designed for level
boarding. The door threshold is 22.4 inches above the top of the rail.
This configuration of the doors renders sill steps and side-door steps
unnecessary. Compliance with the sill step and side-door step
requirements would not enhance the safety of the vehicle.
Handholds and handrails are typically intended for use by
conductors and crew members performing service and yard duties.
However, SNJLRT operations will not involve any service and yard duties
from positions outside and adjacent to the vehicle or near vehicle
doors. Yard moves will be controlled from the cab stand by the on-board
operator and switches will be thrown remotely or through local controls
initiated by the on-board operator. Therefore, since there is no need
for personnel to mount or dismount the vehicle using external
appliances of any kind, there is no need for handholds or handrails on
SNJLRT vehicles. NJ Transit has reservations about installing external
handholds and handrails because of the street-running characteristics
of part of the SNJLRT service.
External handholds or handrails would give pedestrians the
opportunity to grab onto something on the outside of the vehicle with
the intention to get a ride. This is unsafe and the SNJLRT vehicle will
be designed to minimize the opportunity for this practice. In sum,
there is no practical need for handholds or handrails, and their
presence might constitute a safety hazard in the street-running
operating environment.
The SNJLRT vehicle will be equipped with a fully automatic electric
coupler controlled from the operator's position in the cab and a
mechanical coupler at each end. The coupler and associated draft gear
system will have a centering device that retains the unconnected
coupler head within its gathering range. The couplers are central
buffer couplings with electrical and pneumatic coupling. The operator
will initiate uncoupling from the cab stand and no external crew is
required to assist in this operation. NJ Transit believes that
performing all coupling/uncoupling from inside the vehicle will enhance
safety. This elimination of the need for frequent coupling/uncoupling
of vehicles, combined with the ability for such activity to take place
without crew members in close proximity to the coupler mechanisms,
eliminates the need for specially placed uncoupling levers and any
hazard associated with manual coupling.
The SNJLRT vehicles will use dynamic brakes. The dynamic brakes
will be supplemented by friction brakes and track brakes. NJ Transit
will require regular inspections, testing, maintenance and operation of
the brake equipment on the SNJLRT vehicle as required by Section 5 of
the NJDOT SSPP. Specific operational procedures and inspection testing
and maintenance intervals and protocols will be set forth in the SSPP.
Therefore, the SNJLRT vehicle brake system will be equivalent to a
standard air brake system and thus provide an equivalent level of
safety.
NJ Transit is aware that it may obtain exemption from the statutory
safety appliance requirements mentioned above only if application of
such requirements would ``preclude the development or implementation of
more efficient railroad transportation equipment or other
transportation innovations.'' 49 U.S.C. 20306. The exemption for
technological improvements was originally enacted to further the
implementation of a specific type of freight car, but the legislative
history shows that Congress intended the exemption to be used elsewhere
so that ``other types of railroad equipment might similarly benefit.''
S. Rep. 96-614 at 8 (1980), reprinted in 1980 U.S.C.C.A.N. 1156, 1164.
FRA has recognized the potential public benefits of temporally
separated transit use on segments of the general railroad system. Light
rail transit systems ``promote more livable communities by serving
those who live
[[Page 46000]]
and work in urban areas without adding congestion to the nation's
overcrowded highways.'' Policy Statement at 28238. They ``take
advantage of underutilized urban freight rail corridors to provide
service that, in the absence of the existing right-of-way, would be
prohibitively expensive.'' Id. There have been many technological
advances in types of equipment used for passenger rail operations, such
as the use of light rail transit vehicles that will be used for the
SNJLRT System. Light rail transit equipment is energy-efficient for
passenger rail operations because it is lighter than conventional
passenger equipment. Light rail vehicles are able to quickly accelerate
or decelerate, which makes them more suitable than other equipment
types in systems with closely-configured stations.
With regard to the regulatory requirements of Sec. 231.14, as
discussed above, the SNJLRT vehicles will be equipped with safety
appliances that are more appropriate for light rail transit vehicles,
thus achieving an equivalent or superior level of safety in the SNJLRT
operating environment.
Section 238.113--Emergency Window Exits
Section 238.113 requires passenger cars to have a minimum of four
emergency exit windows, either in a staggered configuration or with one
located at each end at each side of the car. Each window must have a
minimum unobstructed opening with dimensions of 26 inches horizontally
and 24 inches vertically. Each emergency exit window must be easily
operable without requiring the use of a tool or other implement. This
requirement is intended to provide for sufficient, easily accessible
avenues of egress from passenger cars in the case of emergency.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT vehicles do not come equipped with emergency exit
windows. The cars, however, are designed to permit sufficient
equivalent egress so that passengers will not become trapped in the
cars in the case of emergency.
Section 238.115(b)--Emergency Lighting
Section 238.115(b)(4) requires passenger cars to provide battery-
powered emergency lighting with a 90-minute back-up power system
capable of operating without a loss of more than 40% minimum
illumination levels in all equipment orientations within 450 of the
upright and vertical position, and capable of operating after the
initial shock of a collision or derailment resulting from prescribed
individually applied accelerations. The purpose of these requirements
is to ensure that in an emergency situation, sufficient lighting will
remain available to aid passengers, crew members, and rescue personnel
to access and leave the train safely.
Justification. NJ Transit requests a waiver of these requirements
because power for the emergency lighting is provided by a battery with
sufficient capacity to sustain emergency loads, including the above
lighting, and radio and public address systems, for a period of at
least one hour. Additionally, the battery will have sufficient capacity
to sustain power to door controls, propulsion and brake controls,
coupler control and the horn and bell for a period of at least one
hour. The battery is located in the central power unit, removed from
the front of the vehicle where direct collisions may occur. The battery
is designed for transit use which requires a rugged design capable of
withstanding reasonable shock and vibration. The batteries mountings
are designed to withstand not less than 5.0 g in the longitudinal
direction, 2.0 g in the lateral direction and 3.0 g in the vertical
direction.
The SNJLRT vehicles will operate in an urban/suburban region and
the route is at-grade, with many points of easy access for emergency
rescue units from adjacent streets. In most locations, emergency
responders can reach the SNJLRT system within 15 minutes. Even on the
most remote section of the system, a three-mile stretch along Duck
Island, emergency responders could reach the system within sixty
minutes. Additionally, the headway between SNJLRT vehicles is no more
than thirty minutes and each vehicle has the capability of acting as a
rescue car by coupling with a failed unit and moving it to the next
stop for detrainment of passengers. The rescuing car can supply
sufficient electrical power to the failed vehicle for the emergency
lighting and other functions. In the event that the last scheduled
vehicle of the day lost power, the previous vehicle would be returned
to recover the failed vehicle.
Section 238.203--Static End Strength
Section 238.203 provides for the overall compressive strength of
rail passenger cars, requiring them to have a minimum static end
strength of 800,000 pounds on a line of draft at the ends of occupied
volumes without permanent deformation of the car body structure. This
section is intended to prevent sudden, brittle-type failure of the main
structure of a passenger car, thereby providing protection of occupants
in the case of a crash.
Justification. NJ Transit requests a waiver from this requirement
because the SNJLRT vehicle will be designed to attain a sufficient
level of safety in the SNJLRT operating environment. The strict
temporal separation of the SNJLRT and Conrail services virtually
eliminates the risk of a collision between a SNJLRT vehicle and a
Conrail train, obviating the need for SNJLRT equipment to meet
conventional railroad car structural standards. Instead, the SNJLRT
vehicles are designed to withstand collisions with other light rail
vehicles, motor vehicles and similar objects. Relevant aspects of these
design standards are described below.
As noted above, the SNJLRT collision avoidance system is at the
heart of the SNJLRT safety design. Marked by complementary elements
such as operating rules and procedures, train control technology and
the SNJLRT signal system, the collision avoidance system will
significantly reduce the likelihood of collisions involving SNJLRT
vehicles. All signals capable of displaying ``stop'' aspect will
incorporate a trip-stop which will initiate a penalty brake application
if a SNJLRT vehicle passes a ``stop'' signal aspect. Moreover, the
SNJLRT vehicle's rapid deceleration design features will work to
further reduce the prospect of collisions and to significantly reduce
the closing speed, and accordingly, the seriousness of collisions that
do occur.
Above and beyond the crash avoidance features of the SNJLRT System,
the SNJLRT vehicles are designed to prevent sudden, brittle-type
failure of the main structure of a passenger car. The vehicle design
accommodates the actual progression of a failure induced by a sudden
collision phenomenon; from the elastic limit, through the plastic
limit, to a brittle failure. NJ Transit requires the SNJLRT vehicles to
be manufactured to comply with the standards as summarized below:
1. The passenger compartment will be capable of sustaining, without
any permanent deformation, at least 1.5 AWO longitudinal loads
(approximately 171,000 pounds) applied uniformly at the ends of the
passenger compartment, with a uniformly distributed AW4 vertical load
(approximately 165,375 pounds).
2. With the vehicle uniformly loaded to AW4, the end sill structure
will be capable of: sustaining loads up to the peak collapse load of
the crush zone without permanent deformation; sustaining the reaction
loads generated from the loads specified for collision posts, corner
posts and anti-climbers without permanent deformation; and
[[Page 46001]]
distributing the collision loads incurred during scenarios specified
for crashworthiness, such that the collapse of the energy absorption
elements in the crush zones is the primary failure mode.
3. Vehicles will be capable of withstanding collisions with other
SNJLRT vehicles, motor vehicles, or overtravel buffers without
unnecessary risk of injury to passengers or excessive damage to SNJLRT
cars and/or track equipment. In a collision, no passenger compartment
shell will rupture or suffer any opening through which passengers'
limbs may protrude; no compartments within the engine compartment will
become dislodged and penetrate into the passenger compartment; high
voltage devices and associated connecting cables will remain contained
and will not create electrical shock hazards to personnel; and
electrical and diesel systems will not create a fire hazard.
To achieve the objective of crashworthiness, a crash energy
management approach was used as the basis of the SNJLRT vehicle
structural design. Further, as it is expected that during peak hours
that some passengers will stand, it was deemed important to minimize
the deceleration of passengers in the event of a frontal collision. In
a collision between a SNJLRT vehicle moving at speed V and a stationary
SNJLRT vehicle (i) both consists on level tangent track and unbraked,
(ii) couplers fully engaged, (iii) either SNJLRT vehicle either one or
two vehicles (i.e. the normal consist for comprising cars normally used
in revenue service), and (iv) any SNJLRT vehicle having a weight of AWO
(114,600 pounds):
Velocity Crash Energy Management
------------------------------------------------------------------------
------------------------------------------------------------------------
V5...................... No damage to any SNJLRT car or
equipment, and the maximum
longitudinal acceleration measured
in any passenger compartment will
not exceed l.0g.
5<>15................... Damage confirmed to the expendable
energy absorption devices and
sacrificial structural members at
the ends of the SNJLRT cars, which
will be repairable. The primary
structure enclosing the passenger
compartment(s) will remain intact,
with no permanent deformation of
any of its members. The maximum
longitudinal acceleration measured
in any passenger compartment will
not exceed 2g.
------------------------------------------------------------------------
In addition to the above, the SNJLRT cars have an aggressive
emergency deceleration rate of an average of 4.5 mph/sec through all
entry speeds. In an impending collision scenario this emergency brake
rate capability has the potential to reduce speeds prior to impact.
Section 238.205(a)--Anti-climbing Mechanism
Section 238.205(a) requires locomotives (as defined in Sec. 238.5)
to have forward and rear end anti-climbing mechanisms capable of
resisting an upward or downward vertical force of 200,000 pounds
without failure. These requirements are intended to prevent override or
telescoping of one passenger train unit into another in the event of
high compressive forces-caused by a derailment or collision.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT vehicle will be designed so that: with only two ribs
of the anticlimbing mechanism engaged, and a vertical load of + 40,000
pounds combined with a longitudinal compressive load of AWO applied at
the carbody centerline, there will be no permanent deformation of the
carbody structure. In addition, crush elements within the couplers are
able to absorb a certain amount of energy in recoverable energy
absorption elements. When this occurs, the coupler moves back until the
anti-climbers of the colliding vehicles touch and the loads are taken
by the carbodies directly. Anti-climbers are fitted to the front end of
the cars to avoid telescoping.
While individual structural elements will not conform to the
requirement of Sec. 238.205(a), the assembled carbody uses ``crush
zones'' and other techniques to protect passengers in the event of
collisions. Specifically the SNJLRT vehicle is designed using advanced
computer methods to incorporate modern energy absorbing and dissipation
methods to dissipate energy and transfer loads and protect the
passenger compartment. The anti-climbers and energy absorption
mechanisms are designed to limit the potential for override and
underride and prevent telescoping. The SNJLRT vehicle design will
achieve the uniformity of end structure deformation essential to this
objective. Moreover, because the strict temporal separation of the
SNJLRT and Conrail services virtually eliminates the risk of SNJLRT
vehicle/Conrail train collisions, there is no need for the SNJLRT
vehicles to meet the more stringent requirements applicable to
conventional railroad equipment.
Section 238.207--Link Between Coupling Mechanism and Car Body
Section 238.207 requires the link between the car coupling
mechanism and the car body to be designed to resist a vertical downward
thrust from the coupler shank of 100,000 pounds for any normal
horizontal position of the coupler, without permanent deformation. The
purpose of this requirement is to avoid a premature failure of the
draft system so that the anticlimbing mechanism will have an
opportunity to engage.
Justification. NJ Transit requests a waiver from this requirement
because the SNJLRT vehicle has its own design features to accomplish
the purpose of the requirement. As noted above, the strict temporal
separation of the SNJLRT and Conrail services virtually eliminates the
risk of a collision between a SNJLRT vehicle and a Conrail train,
obviating the need for SNJLRT equipment to meet conventional railroad
car structural standards. Instead, the SNJLRT vehicles are designed to
withstand collisions with other light rail vehicles, motor vehicles and
similar objects. Relevant aspects of these design standards are
described below.
The SNJLRT vehicle will be designed so that the carbody structure
supporting the coupler will sustain, without permanent deformation, a
load that is equal to 110 percent of the coupler release load (if
applicable) or failure load applied at the coupler brackets, with a
uniformly distributed AW4 (165,375 pounds) vertical load. In addition,
the method of attaching the coupler to the coupler anchor bracket(s)
will allow the coupler to become fully released from the coupler anchor
bracket(s) once the coupler has absorbed its maximum design energy. The
coupler will be contained and prevented from coming in contact with the
track or from protruding into the passenger compartment. The coupler
and draft gear will withstand an operating consist with an AW3 (154,350
pounds) passenger load, pushing or pulling an unpowered consist with an
AW3 passenger load, over all grades and curves on SNJLRT Line, without
damage to the coupler.
[[Page 46002]]
The intent of the SNJLRT vehicle design is to prevent the coupler
shank from contributing to potential damage during a frontal collision.
The approach taken is to release the coupler from mechanical connection
to the carbody once it has absorbed its maximum design energy. When
this occurs the coupler assembly is separated from the coupler
anchorage on the car structure. The coupler is retained to prevent it
from coming into contact with the track or from protruding into the
passenger compartment. This feature is provided to reduce the risk of
derailment and penetration of the occupied space.
Section 238.209--Forward-Facing End Structure of Locomotives
Section 238.209 requires the skin of the forward-facing end of each
locomotive to be: equivalent to a \1/2\ inch steel plate with a 25,000
pounds per square inch yield strength; designed to inhibit the entry of
fluids into the occupied cab area of the locomotive; and affixed to the
collision posts or other main vertical structural members so as to add
to the strength of the end structure. These requirements are intended
to provide protection to persons in the occupied area of the locomotive
cab.
Justification. NJ Transit requests a waiver of the requirements in
this section because the SNJLRT vehicle will be designed to attain a
sufficient level of safety in the SNJLRT operating environment. As
noted above, the strict temporal separation of the SNJLRT and Conrail
services virtually eliminates the risk of a collision between a SNJLRT
vehicle and a Conrail train, obviating the need for SNJLRT equipment to
meet conventional railroad car structural standards. Instead, the
SNJLRT vehicles are designed to withstand collisions with other light
rail vehicles, motor vehicles, and similar objects. Relevant aspects of
these design standards are described below.
As noted above, the SNJLRT collision avoidance system is at the
heart of the SNJLRT safety design. Marked by complementary elements
such as operating rules and procedures, train control technology, and
the SNJLRT signal system, the collision avoidance system will
significantly reduce the likelihood of collisions involving SNJLRT
vehicles. Moreover, the SNJLRT vehicle's rapid deceleration design
features have the potential to mitigate the prospect of collisions and
to significantly reduce the closing speed, and accordingly, the
seriousness of collisions that may occur.
In addition, the SNJLRT system provides improved grade crossing
protection for the operator, passenger and vehicle through the use of
the crossing warning indicators which alert the operator to the gate
function and status. These indicators are comprised of lunar white
aspects, visible to the vehicle operator from at least a normal service
braking distance from the crossing. A flashing indication shall be
given at any time when the gates are operating and between fully down
and up positions. When the gates are fully down the indication shall be
steady. The operator can respond accordingly if a malfunction is
observed.
With respect to the specific design of the forward-facing end
structure, the SNJLRT vehicle is similar to a push-pull cab
configuration. The operator's cab floor height is 44'' and the vehicle
provides 171,000 pounds of buff strength.
Section 238.211--Collision Posts
Section 238.211 requires locomotives to have two full-height
collision posts at each end where coupling and uncoupling are expected.
Each collision post must have an ultimate longitudinal shear strength
of not less than 500,000 pounds at a point even with the top of the
underframe member to which it is attached and a longitudinal shear
strength of not less than 200,000 pounds exerted at 30 inches above the
joint of the post of the underframe. Alternatively, cars may be
constructed with an end structure that can withstand the sum of forces
that each collision post is required to withstand. This requirement is
intended to provide for protection against crushing of occupied areas
of passenger cars in the event of a collision or derailment.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT vehicle will have collision posts, or a structural
equivalent, protecting at least the area between the underframe and the
bottom of the windshield. NJ Transit believes the SNJLRT vehicle design
will provide an adequate measure of safety. The strict temporal
separation of the SNJLRT and Conrail services virtually eliminates the
risk of a collision between a SNJLRT vehicle and a Contrail train,
obviating the need for SNJLRT equipment to meet conventional railroad
car structural standards. Instead, the SNJLRT vehicles are designed to
withstand collisions with other light rail vehicles, motor vehicles and
similar objects. Relevant aspects of these design standards are
described below.
As noted above, the SNJLRT collision avoidance system is at the
heart of the SNJLRT safety design. Marked by complementary elements
such as operating rules and procedures, train control technology, and
the SNJLRT signal system, the collision avoidance system will
significantly reduce the likelihood of collisions involving SNJLRT
vehicles. Moreover, the SNJLRT vehicle's rapid deceleration design
features will work to further reduce the prospect of collisions and to
significantly reduce the closing speed, and accordingly, the
seriousness of collisions that do occur.
In order to preclude sudden catastrophic failure or telescoping of
SNJLRT cars, all connections which attach collision posts, corner posts
and structural shelf to each other and/or the underframe structure and
roof structure, will be made in such a manner to develop the full
strength of the load bearing members in shear. The ultimate shear
strength of the collision posts will be not less than a compression
load of AWO (114,660 lbs) applied at the top of the underframe, and at
any angle up to 15 deg. from the longitudinal axis. A
compression load of 0.5 AWO (57,330 lbs) similarly applied 15 inches
above the top of the underframe will cause no yielding of the collision
posts. MI underfloor, roof mounted and engine compartment equipment
weighing more than 200 pounds will be designed to withstand not less
than 5.0 g in the longitudinal direction, 2.0 g in the lateral
direction, and 3.0 g in the vertical direction. These loads applied
separately will not result in stresses that exceed 90 percent of the
yield or buckling strength of the material.
These design requirements provide for the same type of protection
of the occupant space as the FRA collision posts requirements, but do
so in a way consistent with the design of the SNJLRT vehicle. As noted
elsewhere herein, the SNJLRT vehicle is designed using advanced
computer methods to incorporate modern energy absorbing and dissipation
methods as part of an overall protection system designed to dissipate
energy and transfer loads from impacts to protect the passenger
compartment. As part of this system, the SNJLRT collision posts provide
protection for the occupied volume of the vehicle shell during a
collision. Thus, the SNJLRT vehicle effectively isolates passengers and
crew from the hazards of penetration.
NJ Transit also notes that a portion of the SNJLRT system alignment
consists of street running. To operate safely in this environment the
operator requires good visibility to monitor road and pedestrian
traffic around the vehicle. Conventional collision post designs may
result in visual obstructions for the operator. This improved
visibility is
[[Page 46003]]
also beneficial when operating on the mainline railroad portion of the
route.
Section 238.213--Corner Posts
Section 238.213 requires two full-height corner posts at the end of
each vehicle capable of resisting, without failure, a load of 150,000
pounds at the point of attachment to the underframe and a load of
20,000 pounds at the point of attachment to the roof structure. Each
corner post must be able to resist a horizontal load of 30,000 pounds
applied 18 inches above the top of the floor without permanent
deformation. These requirements serve to provide protection to occupant
compartments from side-swipe type collisions.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT vehicle will be designed to attain a sufficient
level of safety in the SNJLRT operating environment. As noted above,
the strict temporal separation of the SNJLRT and Conrail services
virtually eliminates the risk of a collision between a SNJLRT vehicle
and a Contrail train, obviating the need for SNJLRT equipment to meet
conventional railroad car structural standards. Instead, the SNJLRT
vehicles are designed to withstand collisions with other light rail
vehicles, motor vehicles, and similar objects. Relevant aspects of
these design standards are described below.
As noted above, the SNJLRT collision avoidance system is at the
heart of the SNJLRT safety design. Marked by complementary elements
such as operating rules and procedures, train control technology and
the SNJLRT signal system, the collision avoidance system will
significantly reduce the likelihood of collisions involving SNJLRT
vehicles. Moreover, the SNJLRT vehicle's rapid deceleration design
features will work to further reduce the prospect of collisions and to
significantly reduce the closing speed, and accordingly, the
seriousness of collisions that do occur.
The SNJLRT vehicle corner posts will have an ultimate shear
strength not less than a compression load of 0.5 AWO (57,330 lbs)
applied at the top of the underframe; compression load of 0.3 AWO
(3,500 lbs) applied 15 inches above the top of the underframe, or at
the level of the structural shelf (whichever is higher), and which when
applied in any direction, will cause no yielding of the corner posts.
Also, any underfloor, roof mounted, and engine compartment equipment
weighing more than 200 pounds will be designed to withstand not less
than 5.0 g in the longitudinal direction, 2.0 g in the lateral
direction, and 3.0 g in the vertical direction, and when these loads
are applied separately they will not result in stresses that exceed 90
percent of the yield or buckling strength of the material.
Here too, while individual structural elements of the SNJLRT
vehicle may not conform to the specific requirements, the assembled
carbody uses ``crush zones'' and other energy absorption and
dissipation techniques to protect passengers in the event of
collisions. As part of this system, the corner posts extend from the
underframe to the roof structure and may be combined with the collision
posts and underframe to become part of the end structure. This design
effectively isolates passengers and crew from the hazards of
penetration, thereby providing protection for the occupied volume of
the vehicle shell during a collision.
As noted above, a portion of the SNJLRT system alignment is in
streets. To operate safely in this environment, the vehicle operator
requires good visibility to monitor road and pedestrian traffic around
the vehicle. Conventional corner post designs might result in visual
obstructions for the operator. The superior visibility of the SNJLRT
vehicle is also beneficial when operating on the railroad corridor
portion of the route.
Section 238.215--Rollover Strength
Section 238.215 sets forth the structural requirements intended to
prevent significant deformation of the occupant compartments of
passenger cars, in the event the car rolls onto its side or roof. Under
this section, a passenger car must be able to support twice the dead
weight of the vehicle while the vehicle is resting on its roof or side.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT is designed such that the roof will have sufficient
strength to support, without permanent deformation, concentrated loads
of 250 pounds per person as applied by a person walking on the roof,
with a maximum of three persons there at any given time. As noted
above, the underfloor, roof mounted and engine compartment equipment
weighing greater than 200 pounds will be designed to withstand not less
than 5.0 g in the longitudinal direction, 2.0 g in the lateral
direction, and 3.0 g in the vertical direction and, when these loads
are applied separately, they will not result in stresses that exceed 90
percent of the yield or buckling strength of the material. With a
compression load of 40,000 pounds applied to the side wall at the side
sill, and distributed along 8 feet, and a compression load of 10,000
pounds applied to the side wall at the belt rail, there will be no
yielding or buckling of the carbody structure.
The features specified above are designed to enhance
crashworthiness and protect the occupied volume. The SNJLRT vehicle
incorporates a lightweight low floor design, which lowers the center of
gravity as well as the load conditions in rollover circumstances. The
lower center of gravity makes the SNJLRT vehicle less prone to rollover
than a standard commuter rail car. Moreover, in the unlikely event of a
rollover, the lighter weight of the SNJLRT car means that the roof does
not have to support as much weight as would a standard commuter rail
car. In addition, the bulk of the equipment, including the propulsion
system and powered truck, is located in the articulated center segment
of the vehicle and poses no direct hazard to passengers in the event of
a rollover.
In the unlikely event that a derailment leading to a rollover
occurs, the SNJLRT vehicle specifications provide for structural
protection of the occupant compartments and, in conjunction with the
other safety design features of the vehicles, will provide an
equivalent measure of safety.
Section 238.217--Side Structure
Section 238.217 sets strength requirements for side posts and
corner braces. This section also requires that outside sheathing of
mild, open-hearth steel, when used flat and without reinforcement in
certain side frames, be no less than \1/8\-inch nominal thickness. When
sheathing used for truss construction serves no load-carrying function,
the minimum thickness is 40 percent of \1/8\-inch nominal thickness.
These specifications are intended to provide for additional structural
protection, so that a car will derail before it collapses into the
occupant compartments.
Justification. NJ Transit requests a waiver of these requirements
because the SNJLRT vehicle is designed so that with a compression load
of 40,000 pounds applied to the side wall at the side sill, and
distributed along 8 feet, and a compression load of 10,000 pounds
applied to the side wall at the belt rail, there will be no yielding or
buckling of the carbody structure. The approach used in designing the
SNJLRT aluminum carbody vehicle involved minimizing weight while
providing maximum protection for passengers, consistent with the
service requirements. The floor level and design of the SNJLRT vehicle
likely will prove superior to the typical low floor light rail vehicle
in side impact collisions at
[[Page 46004]]
grade crossings. The low floor portion of the car is 22'' above top of
rail, which is higher than a typical low floor vehicle. This affords
better protection for the rail passenger should a highway vehicle
strike it. The vehicle also has a well-lit interior and external
indicator and marker lights, and will therefore be more conspicuous
than a regular commuter or freight train.
Additionally, the relatively short train length [typically 102.5
feet (one car), with a maximum of 205 feet (two cars)] ensures that the
vehicle will not obstruct a grade crossing for an extended time period.
This, in conjunction with constant warning time crossing protection,
will encourage observation of grade crossing warnings.
Section 238.221--Glazing
Section 238.221 reiterates the safety glazing standards of 49 CFR
part 223 and establishes standards for glazing securement components.
The new requirements for glazing securement are designed to ensure that
the glazing frame be capable of holding the glazing in place against
all forces which it is required to resist under part 223, and forces
created by air pressure differences caused when two trains pass at
their authorized maximum speeds in opposite directions at the minimum
track separation for two adjacent tracks. Glazing forced from the
window opening is a potential hazard. Proper securement of glazing
assists in retaining persons within the vehicle in the event of a
collision or derailment.
Justification. SNJLRT vehicles will meet the window securement
requirements so no waiver is sought relative to that requirement. NJ
Transit has already stated a basis for a waiver request for the
remaining provisions as noted under part 223.
Section 238.223--Fuel Tanks
This section provides for the structural requirements applicable to
external and internal fuel tanks. External fuel tanks must comply with
Association of American Railroads (AAR) recommended practice 506,
Performance Requirements for Diesel Electric Locomotive Fuel Tanks, or
an industry standard providing at least equivalent safety. Internal
fuel tanks must be positioned to reduce the likelihood of accidental
penetration from roadway debris or collision. The vent system and spill
protection systems must be designed to prevent them from becoming a
path for fuel loss for any tank orientation due to a locomotive
overturning. The bulkheads and skin must have a minimum steel plate \3/
8\ of an inch thick with a 25,000 pound yield strength, or be made with
a material with an equivalent strength. These requirements are designed
to keep the fuel tank from being punctured and from being a conduit for
fuel spillage if a locomotive tips over.
Justification. NJ Transit requests a waiver of these requirements
because the SNJLRT vehicle will have an internal fuel tank and filler
pipes that will be protected from the passenger compartment by fire
barrier material, and which will be properly insulated to prevent fire
danger. The fuel tank will be constructed and located in a manner that
will permit filling and draining from the outside of the vehicle only.
Filler pipes will be equipped to complement filler hoses fitted with
dry-break mechanical interlocks. The SNJLRT vehicle will be equipped
with a safety cut-off device directly on the fuel line to the diesel
engine which meets the requirements stated within the FRA locomotive
safety standards, 49 CFR 229.93, Internal Combustion Equipment, Safety
Cut-off Device. The fuel tanks, engine and propulsion equipment are
located in the drive unit positioned in the center of the articulated
vehicle. The main fuel tank is located above the floor, and two
additional fuel tanks are located within the side frame under the
floor. The fuel tank was designed in accordance with UC Standard 627,
and will comply with the requirements of FHWA motor carrier safety
standards for fuel systems, 49 CFR 393.67. Refueling is done without
pressure and there are level sensors to protect against overspilling.
The fuel tank design ensures that the passenger compartment is
isolated from the fuel tanks and engine. The central placement of the
drive unit provides significant protection for fuel storage and piping
system. The fuel tanks are located above the floor line or between the
side frame rails. The drive unit structure protects fuel storage and
piping.
During a derailment the carbody structure is more likely to come
into contact with the rails than the fuel tanks. Therefore it is
unnecessary to supply the heavy bulkhead ends required by the AAR
recommended practice 506. In addition, as part of the final design
process, the SNJLRT Contractor will complete a full safety review of
the fuel tanks and systems to demonstrate that the design is safe and
meets appropriate sections of FHWA motor carrier fuel tank standards
set forth at 49 CFR part 393. This design meets FRA safety objectives,
but in a manner more appropriate to the SNJLRT vehicle and its
operation.
Section 238.233--Interior Fittings and Surfaces
Section 238.233 requires each seat in a passenger car to be
securely fastened to the carbody so as to withstand individually
applied acceleration of 4g acting in the vertical and in the lateral
direction on the deadweight of the seat (or seats if a tandem unit).
Seat attachments must have an ultimate strength capable of resisting a
longitudinal inertial force of 8g acting on the mass of the seat plus
the impact force of the mass of an unrestrained 95th percentile male
occupant striking the seat from behind when the floor to which the seat
is attached decelerates with a triangular crash pulse having a peak of
8g and a duration of 250 milliseconds. This section also requires
overhead racks to provide longitudinal and lateral restraint for stowed
articles and be attached to the car body with sufficient strength to
resist loads due to a longitudinal force of 8g, a vertical force of 4g
and a lateral force of 4g. Other interior fittings must meet the same
strength requirements. In addition, to the extent possible, all
interior fittings in the passenger car are to be recessed or flush-
mounted, and sharp edges and corners in the locomotive cab or passenger
car will be either avoided or padded. Floor mounted seats provided for
a crew member assigned to occupy the cab of a locomotive must be
capable of withstanding the same load limits as required for overhead
storage racks, with the mass being that of the seat and a 95th-
percentile male crew member. These requirements are designed to reduce
the likelihood and severity of injury to train occupants caused by the
dislodging of seats or other interior items, or by occupants striking
interior items in the event of an accident.
Justification. NJ Transit requests a waiver of these requirements
because the seats and interior fittings of the vehicle have been
designed for the SNJLRT operating environment. The vehicle is designed
such that the passenger seat will consist of a cantilevered supporting
structure, shell and cushion inserts for the seat and back. The vehicle
seats are cantilevered from the side of the car, which permits
placement of luggage beneath the seats. Aspects of this regulation are
more appropriate to an intercity vehicle where luggage accompanies most
passengers. This vehicle is used in local service where luggage is
typically limited to small carry-on items such as purses, attache
cases, etc. There is adequate space beneath the cantilevered seats to
permit stowage of larger pieces
[[Page 46005]]
of luggage, which limits the use of the overhead racks.
The vehicle interior will provide recess or flush-mounted fittings,
and readily accessible stanchions and grab rails for passenger safety
and comfort. Stanchions and grab rails will be sized and located to
provide optimum arrangement for all passengers. They will be of a color
distinguishable by the partially sighted. Windscreens will be provided
adjacent to each doorway, with at least the upper half transparent, and
will incorporate a stanchion extending from the windscreen to the
SNJLRT car ceiling. This vehicle also provides more floor space for
passenger circulation than an intercity or commuter rail car due to its
service characteristics.
It is also important to note that the proposed seat attachment
strength requirements are a function of the proposed 800,000 pound
compression strength requirement. Because the SNJLRT vehicles, however,
have different compression strength values, it is not necessary for the
SNJLRT car to meet the proposed 8g/4g force resistance requirements. In
the SNJLRT vehicles, the provision of crashworthiness features will
prevent acceleration in the passenger compartment from reaching such
levels. Rather, the limit for collisions up to 15 mph is 2g. Moreover,
the high emergency brake rate will mean that most collisions will be at
a lower speed than would be the case with conventional commuter rail
cars.
Section 238.235--Doors
Section 238.235 provides that each passenger must have a minimum of
two exterior side doors, with each door providing a minimum clear
opening of 30 inches horizontally and 74 inches vertically. This
section also provides for the availability of override devices enabling
the opening of doors without power from both the inside and outside of
the cars without the use of a tool or other implements.
Justification. NJ Transit requests a waiver of these requirements
because the SNJLRT vehicle is designed with an emergency release lever
on the inside of each doorway and for at least one doorway per side on
the outside of the vehicle. This will enable a closed and interlocked
door to be lock-released without power supply. Activation of the
emergency release levers will allow the door levers to be manually
moved. The interior emergency door release levers will be clearly
marked and will be in a location accessible to all passengers,
consistent with ADA requirements.
The SNJLRT vehicle will have doorways on both sides to permit
egress time of an AW2 load in less than 120 seconds. The passenger
doorways are two-panel sliding plug type and flush with carbody in the
closed position. They are opened and closed pneumatically and provide
direct access from the platform to the car interior. There is no
vestibule with secondary door access through a partition to the
passenger compartment. The clear opening is 52.38 inches. The car has
two doors per side in the low floor area. This door configuration
permits evacuation of an AW2 (67 Tons--180 Passengers) car from either
side in 100 seconds. Also, with regard to access, all windows can be
safely shattered to provide additional access/egress locations.
Section 238.237--Automated Monitoring
Section 238.237 requires that controlling locomotives have working
alerters. The alerter timing must be set by the operating railroad
taking into consideration maximum train speed and signal system
capabilities. Under this section, the working alerter must initiate a
penalty brake application if the train operator does not respond to the
alerter. If the alerter fails en route a second qualified person will
be stationed in the cab or the operator will be in constant
communication with a second crew member until the train reaches the
next terminal. These requirements are intended to prevent a train
collision or derailment due to the inattention or incapacity of the
train operator, that would result in loss of control of the train.
Justification. NJ Transit requests a waiver from these requirements
because the SNJLRT vehicle is equipped with its own controller and
audible alerter features to provide an equivalent level of safety. If a
vehicle operator fails to respond to an alerter approximately every 30
seconds, the vehicle goes into an immediate penalty brake application.
A keyed control switch will be provided, which is interlocked such that
only the master controller at the front end of the lead SNJLRT car of a
consist is operable. The braking demand of the master controller and
braking handle always has priority over the motoring demand. The drive
control unit controls and supervises the protective functions of the
propulsion converter.
In addition to the master controller, redundant safety systems are
provided. For example, the vehicle is also controlled by enforce-stop
devices which initiate a brake application if the vehicle fails to
respond to signal commands. Also, an emergency stop push-button will be
provided such that, when pushed, it will activate the emergency brakes.
It will be possible to activate the emergency stop push-button from any
console in a consist. Finally, the SNJLRT service route involves
frequent station stops in signaled territory under control of a
dispatcher.
Section 238.301--Inspection, Testing and Maintenance
Subpart D of part 238, Secs. 238.301 through 238.319, contains
requirements pertaining to the inspection, testing, and maintenance of
the passenger equipment and systems required for Tier 1 passenger
equipment. These requirements are designed to ensure that passenger
rail operations are conducted only on vehicles whose components and
systems are in good working order, thereby reducing both the chances of
an equipment-related accident and the severity of damage or injury in
the case of an accident.
NJ Transit anticipates being in compliance with the requirements of
subpart D. However, NJ Transit requests a waiver of any requirements
that correlate to the subpart B or C standards from which NJ Transit
has sought waivers to depart. SNJLRT equipment will be subject to a
detailed program of inspection, testing and maintenance, as required by
the NJDOT SSPS and the SNJLRT SSPP. Specifically, Sec. 5.1.5. of the
NJDOT SSPS requires the SSPP to provide for periodic and as needed
maintenance, inspection, and testing of equipment and facilities, as
well as training and certification of employees in safety-sensitive
positions. The SNJLRT SSPP will address these issues in detail, setting
forth specific inspection maintenance and testing schedules and
protocols for all major equipment, components, and systems.
Part 239--FRA Requirement and Purpose
Part 239 contains standards for the preparation, adoption, and
implementation of emergency preparedness plans by railroads connected
with the operation of passenger trains. It is intended that by
providing sufficient emergency egress capability and information to
passengers and by having emergency preparedness plans calling for
coordination with local emergency response officials, the risk of death
or injury to passengers, employees and others in the case of accidents
or other incidents, will be lessened. This rule was adopted as a result
of several serious crashes involving commuter trains.
Justification. NJ Transit requests a waiver of this requirement
because the SNJLRT system will be operated in accordance with the
emergency
[[Page 46006]]
preparedness specifications of the SNJLRT SSPP, under the oversight of
the NJDOT's State Safety Oversight Program. The SSPP sets forth
procedures and requirements dealing with emergency situations tailored
to the SNJLRT system, but which also draw on the experience of
emergency preparedness standards from other rail transit systems whose
operations and equipment more closely resemble the SNJLRT system than
FRA-regulated commuter rail systems. Section 5.1.4.1 of the NJDOT SSPS
requires NJ Transit to adopt an emergency response plan and procedures
which must include a means to communicate and coordinate with external
emergency response agencies, and provide for emergency simulations and
drills, and training. Section 9 of the SSPS, Security, requires the
SSPP to contain Emergency Operating Procedures to deal with a variety
of emergency situations, including accidents, natural disasters, and
sabotage or other criminal activities. The SNJLRT SSPP will contain a
detailed emergency response plan which will provide for contingency
planning for passenger evacuation and crowd control coordination and
training and simulation drilling with outside emergency response
providers. The emergency response plan will also specify required
emergency equipment.
In addition to emergency response planning required by Secs. 5 and
9 of the SSPS, the SSPS requires NJ Transit to engage in a process by
which hazards occurring in operations, maintenance, and engineering are
identified and categorized according to severity and likelihood.
Resolutions to reduce hazards to the lowest level practicable must then
be considered. See SSPS, Sec. 7, Exhibit C. This process will help the
SNJLRT contractor to develop the emergency response plan, including the
design, in advance, of processes for handling exceptions to established
procedures where situations require them. A hazard resolution matrix
will be included in the SSPP.
In addition, the Safety Committee will address emergency
preparedness issues and provide coordination between NJ Transit, the
SNJLRT Contractor, Conrail and local emergency response agencies. The
NJDOT, as part of its oversight activities, will be responsible for
investigation of accidents and other emergency situations.
These emergency preparedness standards will provide a level of
safety equivalent to the FRA requirements in a manner more appropriate
to the SNJLRT operating environment.
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 either the request for a
waiver of certain regulatory provisions or the request for an exemption
of certain statutory provisions. If any interested party desires an
opportunity for oral comment, he or she should notify FRA, in writing,
before the end of the comment period and specify the basis for his or
her request.
All communications concerning these proceedings should identify the
appropriate docket number (e.g., Waiver Petition Docket Number FRA
1999-5987) and must be submitted to the DOT Docket Management Facility,
Room PL-401 (Plaza level) 400 Seventh Street, S.W., Washington, D.C.
20590. Communications received within 45 days of the date 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 this proceeding are available for
examination during regular business hours (9:00 a.m.-5:00 p.m.) at the
above facility. All documents in the public docket are also available
for inspection and copying on the Internet at the docket facility's Web
site at http://dms.dot.gov.
Issued in Washington, D.C. on August 10, 1999.
Michael Logue,
Deputy Associate Administrator for Safety Compliance and Program
Implementation.
[FR Doc. 99-21777 Filed 8-20-99; 8:45 am]
BILLING CODE 4910-06-P
