80 FR 33585 - Operational and Signal Modifications for Compliance With Maximum Authorized Passenger Train Speeds and Other Speed Restrictions
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration Federal Register Volume 80, Issue 113 (June 12, 2015)
Federal Railroad Administration
Federal Register Volume 80, Issue 113 (June 12, 2015)
| Page Range | 33585-33587 | |
| FR Document | 2015-14394 |
[Federal Register Volume 80, Number 113 (Friday, June 12, 2015)] [Notices] [Pages 33585-33587] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-14394] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Railroad Administration [Safety Advisory 2015-03] Operational and Signal Modifications for Compliance With Maximum Authorized Passenger Train Speeds and Other Speed Restrictions AGENCY: Federal Railroad Administration (FRA), Department of Transportation (DOT). ACTION: Notice of safety advisory. ----------------------------------------------------------------------- SUMMARY: FRA is issuing Safety Advisory 2015-03 to stress to passenger railroads and railroads that host passenger service and their employees the importance of compliance with Federal regulations and applicable railroad rules governing applicable passenger train speed limits. This safety advisory makes recommendations to these railroads to ensure that compliance with applicable passenger train speed limits is addressed by appropriate railroad operating policies and procedures and signal systems. FOR FURTHER INFORMATION CONTACT: Ron Hynes, Director, Office of Safety Assurance and Compliance, Office of Railroad Safety, FRA, 1200 New Jersey [[Page 33586]] Avenue SE., Washington, DC 20590, telephone (202) 493-6404. SUPPLEMENTARY INFORMATION: The overall safety of railroad operations has improved in recent years. However, two fatal passenger train accidents in the last 18 months in which serious overspeed events occurred highlight the need to ensure train speed limit compliance, as mandated by existing Federal railroad safety regulations and railroad operating rules. Amtrak Derailment On Tuesday, May 12, 2015, Amtrak passenger train 188 (Train 188) was traveling timetable east (northbound) from Washington, DC, to New York City. Aboard the train were five Amtrak crew members, three Amtrak employees, and 250 passengers. Train 188 consisted of a locomotive in the lead and seven passenger cars trailing. Shortly after 9:20 p.m., the train derailed while traveling through a curve at Frankford Junction in Philadelphia, Pennsylvania. As a result of the accident, eight persons were killed, and a significant number of persons were seriously injured. The National Transportation Safety Board (NTSB) has taken the lead role conducting the investigation of this accident under its legal authority. 49 U.S.C. 1101 et seq.; 49 CFR 831.2(b). As is customary, FRA is participating in the NTSB's investigation and also investigating the accident under its own authority. While NTSB has not yet issued any formal findings, the information released to date indicates that train speed was a factor in the derailment. As Train 188 approached the curve from the west, it traveled over a straightaway with a maximum authorized passenger train speed of 80 mph. The maximum authorized passenger train speed for the curve was 50 mph. NTSB determined that the train was traveling approximately 106 mph within the curve's 50-mph speed restriction, exceeding the maximum authorized speed on the straightaway by 26 mph, and 56 mph over railroad's maximum authorized speed for the curve.\1\ --------------------------------------------------------------------------- \1\ FRA regulations provide, in part, that it is unlawful to ``[o]perate a train or locomotive at a speed which exceeds the maximum authorized limit by at least 10 miles per hour.'' 49 CFR 240.305(a)(2). --------------------------------------------------------------------------- In response to the derailment, FRA issued Emergency Order No. 31 (EO 31; 80 FR 30534, May 28, 2015). EO 31 requires Amtrak to take the following actions to ensure the safe operation of passenger trains on the Northeast Corridor: \2\ --------------------------------------------------------------------------- \2\ EO 31's requirements will not apply where Amtrak's Positive Train Control System (Advanced Civil Speed Enforcement System (ACSES)) is already in use on the Northeast Corridor. Among other features, ACSES enforces civil speed restrictions that are in place at locations such as curves and bridges. ---------------------------------------------------------------------------Immediately implement code changes to Amtrak's Automatic Train Control (ATC) System to enforce the passenger train speed limit ahead of the curve at Frankford Junction in Philadelphia, Pennsylvania where the fatal derailment occurred. Survey its Northeast Corridor system and identify each main track curve where there is a reduction of more than 20 mph from the maximum authorized approach speed to that curve for passenger trains, and provide a list of each curve location to FRA within 5 days after EO 31 was issued. Submit an action plan for FRA approval within 20 days identifying modifications to its ATC System (or other signal systems) that Amtrak will make to enable warning and enforcement of applicable passenger train speeds at the identified curves. If such modifications would interfere with the timely implementation of a Positive Train Control (PTC) system or are not otherwise feasible, Amtrak's plan must describe alternative procedures that it will adopt at the identified curves to ensure compliance with applicable passenger train speed limits. Amtrak's plan must contain milestones and target dates for completion of action plan items. Within 30 days of issuance of the Order, Amtrak must begin to install additional wayside signage alerting engineers and conductors of the maximum authorized passenger train speed throughout its Northeast Corridor system, with particular emphasis on additional signage at the curve locations where significant speed reductions occur. Amtrak must identify the locations where it intends to install the additional wayside speed limit signs in its action plan, and must notify FRA when installation of the signs is completed. Metro-North Derailment In addition to the recent Amtrak passenger train derailment discussed above, in December 2013 a New York State Metropolitan Transportation Authority Metro-North Commuter Railroad Company (Metro- North) train derailed as it approached the Spuyten Duyvil Station in Bronx, New York. The train traveled over a straightaway with a maximum authorized passenger train speed of 70 mph before reaching a sharp curve in the track with a maximum authorized speed of 30 mph. NTSB's investigation of the Metro-North accident determined the train was traveling approximately 82 mph as it entered the curve's 30-mph speed restriction before derailing. That derailment resulted in four fatalities and at least 61 persons being injured. The Metro-North accident is similar to the recent Amtrak accident in that it involved a serious overspeed event in a sharp curve in the track. As a result of the derailment, FRA issued Emergency Order No. 29 (78 FR 75442, Dec. 11, 2013) requiring Metro-North to take certain actions to control passenger train speeds. FRA also issued Safety Advisory 2013-08, which recommended that all railroads in the United States: (1) Review the circumstances of the December 1, 2013, Spuyten Duyvil derailment with each of their operating employees. (2) Provide instruction to their employees during training classes and safety briefings on the importance of compliance with maximum authorized train speed limits and other speed restrictions. This training should include discussion of the railroad's absolute speed limits, speed restrictions based on physical characteristics, temporary speed restrictions, and any other restrictions commonly encountered. (3) Remind their employees that Federal railroad safety regulation, at 49 CFR 240.305(a)(2) and 242.403(e)(2), prohibits the operation of a locomotive or train at a speed which exceeds the maximum authorized speed by at least 10 mph. (4) Evaluate quarterly and 6-month reviews of operational testing data as required by 49 CFR 217.9. A railroad should consider increasing the frequency of operational testing where its reviews show any non- compliance with maximum authorized train speeds. A significant number of operational tests should be conducted on trains that are required to reduce speed by more than 20 mph from the maximum authorized train speed. Operational tests should use the reliable methods available, such as reviewing locomotive event recorder data and testing by radar to verify compliance with maximum authorized speeds. (5) Reinforce the importance of communication between train crewmembers located in the controlling locomotive, particularly during safety critical periods when multiple tasks are occurring (e.g., copying mandatory directives, closely approaching or passing fixed signals and/or cab signals at a reduced speed, approaching locations where the train's movement authority is being restricted, during radio conversations with other [[Page 33587]] employees or job briefings about track characteristics) and during extended periods of inactivity. Overspeed Prevention FRA recognizes that passenger rail transportation is generally extremely safe. However, these two recent accidents, which both involved overspeed events and resulted in numerous passenger fatalities, highlight the need to remain vigilant in ensuring employee compliance with operational speed limits and restrictions for passenger trains. As required by 49 U.S.C. 20157, railroads operating scheduled intercity and commuter passenger service in this country are required to implement PTC Systems by December 31, 2015. By statute a PTC system must be designed to prevent the type of overspeed events that occurred in the derailments discussed above, as well as train-to-train collisions, incursions into roadway work zone limits, and the movement of a train over a switch left in the wrong position. Amtrak has indicated that it intends to meet the statutory deadline to install PTC on the Northeast Corridor. FRA understands that other passenger railroads in this country have concerns about their ability to meet the December 31, 2015 deadline to install PTC. FRA intends to enforce the December 31, 2015 deadline to ensure that PTC is in use as quickly, safely, and efficiently as possible. Until PTC is in use across the passenger railroad systems in this country, and due to the significant safety concerns presented by the two accidents described above, FRA believes all passenger railroads and railroads that host passenger service need to evaluate their systems and take immediate actions to prevent future catastrophic overspeed events from occurring. Some railroads have ATC or cab signal systems \3\ that may be modified to prevent overspeed events at critical locations such as curves, bridges, and stations, similar to what FRA required of Amtrak at the May 12, 2015 derailment location in EO 31. Where such signal system modifications are appropriate and would not interfere with the timely implementation of PTC,\4\ FRA recommends that railroads make such modifications after identifying critical main track locations. Where such modifications to the signal system to slow trains at critical locations are not viable or would interfere with PTC implementation (or on railroads where no cab signal or ATC system is installed or operative), FRA encourages railroads to take other operational actions to prevent overspeed events, such as requiring additional qualified employees to occupy the controlling locomotive of a train to identify and communicate the applicable passenger train speed limits and restrictions, or by requiring additional crew communications regarding applicable passenger train speed limits and restrictions. --------------------------------------------------------------------------- \3\ FRA regulations require that ``[p]rior to December 31, 2015, where any train is permitted to operate at a speed of 80 or more miles per hour, an automatic cab signal, automatic train stop, or automatic train control system complying with the provisions of this part [part 236] shall be installed, unless an FRA approved PTC system meeting the requirements of this part [part 236] for the subject speed and other operating conditions, is installed.'' 49 CFR 236.0(d)(1). \4\ FRA recommends that railroads consult with FRA if they believe a modification would interfere with PTC implementation. --------------------------------------------------------------------------- FRA will continue to focus on ensuring passenger railroad compliance with maximum authorized train speeds and relevant temporary and permanent speed restrictions in the coming months, including stepped up enforcement actions. These actions will include, but will not be limited to, on-board inspections, radar speed monitoring at locations of significant permanent or temporary speed restrictions, monitoring of railroad officers who conduct operational tests, and comprehensive reviews of a railroad's implementation of their operational tests and inspection program. FRA strongly encourages railroads and other industry members to re- emphasize the importance of compliance with maximum authorized train speeds and any applicable speed restrictions, and to conduct operational testing at a level that will ensure compliance with all posted speed restrictions. Recommended Railroad Action: In light of the accidents discussed above, and in an effort to ensure the safety of the Nation's railroads, their employees, and the general public, FRA recommends that passenger railroads and railroads that host passenger service \5\ do each of the following: --------------------------------------------------------------------------- \5\ This Safety Advisory only applies to the portions of the railroad's system over which passenger service is operated. --------------------------------------------------------------------------- (1) Review and implement the recommendations made in FRA Safety Advisory 2013-08, which are discussed above. (2) Review the circumstances of the fatal May 12, 2015, Philadelphia derailment with their operating employees. (3) Survey their entire systems, or the portions on which passenger service is operated, and identify main track locations where there is a reduction of more than 20 mph from the approach speed to a curve or bridge and the maximum authorized operating speed for passenger trains at that curve or bridge (identified locations). (4) If the railroad utilizes an ATC, cab signal, or other signal system capable of providing warning and enforcement of applicable passenger train speed limits, make modifications to those systems where appropriate to ensure compliance with applicable speed limits at the identified locations. If the railroad is required to implement PTC at the identified locations, implement these recommended signal system changes in the interim. (5) If the railroad does not utilize an ATC, cab signal, or other signal system capable of providing warning and enforcement of applicable passenger train speed limits (or if a signal system modification would interfere with the implementation of PTC or is otherwise not viable) all passenger train movements at the identified locations be made with a second qualified crew member in the cab of the controlling locomotive, or with constant communication between the locomotive engineer and an additional qualified and designated crewmember in the body of the train. If the railroad is required to implement PTC at the identified locations, implement these recommended changes in the interim. (6) Install additional wayside signage alerting engineers and conductors of the maximum authorized passenger train speed throughout the passenger railroad's system or the portions of its system in which passenger service is operated, with particular emphasis on additional signage at the identified locations. FRA encourages all railroad industry members to take actions consistent with the preceding recommendations. FRA may modify this Safety Advisory 2015-03, issue additional safety advisories, or take other appropriate action necessary to ensure the highest level of safety on the Nation's railroads, including pursing other corrective measures under its rail safety authority. Issued in Washington, DC on June 9, 2015. Sarah Feinberg Acting Administrator. [FR Doc. 2015-14394 Filed 6-11-15; 8:45 am] BILLING CODE 4910-06-P
![Federal Register / Vol. 80, No. 113 / Friday, June 12, 2015 / Notices 33585
between the humane handling of Extent of the Exemption Safety Oversight of Carriers Operating
animals or compliance with the rule. This exemption is limited to drivers Under the Exemption
FMCSA analyzed the request and on engaged in the interstate transportation FMCSA expects each motor carrier
June 11, 2014, granted, subject to of livestock by CMV. The exemption operating under the terms and
specific terms and conditions, an from the 30-minute rest-break conditions of this exemption to
exemption from the rest break requirement is applicable during the maintain its safety record. However,
requirement for drivers transporting transportation of livestock and does not should safety deteriorate or credible and
livestock. The term of the exemption cover the operation of the CMVs after substantial public comment in
ends on June 11, 2015. The exemption the livestock are unloaded from the opposition to the exemption be
period was limited to one year in order vehicle. received, FMCSA will, consistent with
to gather additional data about the This exemption is only available to the statutory requirements of 49 U.S.C.
highway safety of operations under the drivers transporting livestock as defined 31315, take all steps necessary to protect
exemption. Carriers utilizing the in the Emergency Livestock Feed the public interest. Authorization of the
exemption were required to report any Assistance Act of 1988, as amended (the exemption is discretionary, and FMCSA
accidents, as defined in 49 CFR 390.5, 1988 Act) [7 U.S.C. 1471(2)]. The term will immediately revoke the exemption
to FMCSA. As of May 1, 2015, no ‘‘livestock’’ as used in this exemption of any motor carrier or driver for failure
accidents had been reported. means ‘‘cattle, elk, reindeer, bison, to comply with the terms and
horses, deer, sheep, goats, swine, conditions of the exemption.
Population of Drivers and Carriers poultry (including egg-producing
Engaged in Livestock Transportation poultry), fish used for food, and other Preemption
animals designated by the Secretary [of During the period the exemption is in
As of May 13, 2015, FMCSA’s Motor Agriculture] that (A) are part of a effect, no State may enforce any law or
Carrier Management Information System foundation herd (including dairy regulation that conflicts with or is
(MCMIS) listed 65,872 motor carriers producing cattle) or offspring; or (B) are inconsistent with this exemption with
that identified livestock as a type purchased as part of a normal operation respect to a person or entity operating
(though not necessarily the only type) of and not to obtain additional benefits under the exemption [49 U.S.C.
cargo they transport. These carriers under [the 1988 Act].’’ The exemption is 31315(d)].
operate 220,481 vehicles. The carriers further limited to motor carriers that
employ 277,782 drivers, but Issued on: June 4, 2015.
have a ‘‘satisfactory’’ safety rating or are
approximately 145,000 drivers qualify T.F. Scott Darling, III,
‘‘unrated’’; motor carriers with
as ‘‘short-haul’’ drivers and thus are Chief Counsel.
‘‘conditional’’ or ‘‘unsatisfactory’’ safety
exempt from the 30-minute break ratings are prohibited from utilizing this [FR Doc. 2015–14277 Filed 6–11–15; 8:45 am]
requirement. Therefore, fewer than exemption. BILLING CODE 4910–EXP
135,000 CMV drivers could utilize this
exemption. Accident Reporting
Motor carriers must notify FMCSA by DEPARTMENT OF TRANSPORTATION
Data in the docket show that the
temperature inside a stopped livestock email addressed to MCPSD@DOT.GOV
with 5 business days of any accident (as Federal Railroad Administration
trailer can rise rapidly during hot
summer days, and can drop rapidly on defined in 49 CFR 390.5) that occurs
while its driver is operating under the [Safety Advisory 2015–03]
winter days, especially in windy
conditions. Substandard transportation terms of this exemption. The Operational and Signal Modifications
of livestock elevates the risk that the notification must include: for Compliance With Maximum
food derived therefrom may be unsafe a. Name of the motor carrier and
Authorized Passenger Train Speeds
for human consumption. Industry USDOT number,
b. Date of the accident, and Other Speed Restrictions
guidelines describe stops of up to 30
c. City or town, and State, in which AGENCY: Federal Railroad
minutes as problematic for many the accident occurred, or closest to the
animals, even in favorable weather, and Administration (FRA), Department of
accident scene, Transportation (DOT).
encourage drivers of livestock to keep d. Driver’s name and license number,
the CMV moving ‘‘if at all possible.’’ ACTION: Notice of safety advisory.
e. Vehicle number and state license
Livestock drivers take breaks, but number, SUMMARY: FRA is issuing Safety
generally of much shorter duration than f. Number of individuals suffering Advisory 2015–03 to stress to passenger
30 minutes. physical injury, railroads and railroads that host
As noted below, carriers utilizing the g. Number of fatalities, passenger service and their employees
exemption are required to report any h. The police-reported cause of the
the importance of compliance with
accidents, as defined in 49 CFR 390.5, accident,
i. Whether the driver was cited for Federal regulations and applicable
to FMCSA. Since the granting of this railroad rules governing applicable
exemption on June 11, 2014, the violation of any traffic laws, motor
carrier safety regulations, and passenger train speed limits. This safety
FMCSA has not received any such advisory makes recommendations to
j. The total driving time and total on-
reports. these railroads to ensure that
duty time prior to the accident.
compliance with applicable passenger
mstockstill on DSK4VPTVN1PROD with NOTICES
FMCSA Determination Period of the Exemption train speed limits is addressed by
In consideration of the above, FMCSA This exemption from the 30-minute appropriate railroad operating policies
has determined that it is appropriate to break requirement [49 CFR and procedures and signal systems.
renew this exemption from the 30- 395.3(a)(3)(ii)] is effective during the FOR FURTHER INFORMATION CONTACT: Ron
minute break requirement for a period period June 12, 2015, through June 12, Hynes, Director, Office of Safety
of two years, subject to the following 2017, unless withdrawn or restricted Assurance and Compliance, Office of
terms and conditions: sooner. Railroad Safety, FRA, 1200 New Jersey
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Avenue SE., Washington, DC 20590, • Immediately implement code accident determined the train was
telephone (202) 493–6404. changes to Amtrak’s Automatic Train traveling approximately 82 mph as it
SUPPLEMENTARY INFORMATION: The Control (ATC) System to enforce the entered the curve’s 30-mph speed
overall safety of railroad operations has passenger train speed limit ahead of the restriction before derailing. That
improved in recent years. However, two curve at Frankford Junction in derailment resulted in four fatalities and
fatal passenger train accidents in the last Philadelphia, Pennsylvania where the at least 61 persons being injured. The
18 months in which serious overspeed fatal derailment occurred. Metro-North accident is similar to the
events occurred highlight the need to • Survey its Northeast Corridor recent Amtrak accident in that it
ensure train speed limit compliance, as system and identify each main track involved a serious overspeed event in a
mandated by existing Federal railroad curve where there is a reduction of more sharp curve in the track. As a result of
safety regulations and railroad operating than 20 mph from the maximum the derailment, FRA issued Emergency
rules. authorized approach speed to that curve Order No. 29 (78 FR 75442, Dec. 11,
for passenger trains, and provide a list 2013) requiring Metro-North to take
Amtrak Derailment of each curve location to FRA within 5 certain actions to control passenger train
On Tuesday, May 12, 2015, Amtrak days after EO 31 was issued. speeds. FRA also issued Safety Advisory
passenger train 188 (Train 188) was • Submit an action plan for FRA 2013–08, which recommended that all
traveling timetable east (northbound) approval within 20 days identifying railroads in the United States:
from Washington, DC, to New York City. modifications to its ATC System (or (1) Review the circumstances of the
Aboard the train were five Amtrak crew other signal systems) that Amtrak will December 1, 2013, Spuyten Duyvil
members, three Amtrak employees, and make to enable warning and derailment with each of their operating
250 passengers. Train 188 consisted of enforcement of applicable passenger employees.
a locomotive in the lead and seven train speeds at the identified curves. If (2) Provide instruction to their
passenger cars trailing. Shortly after such modifications would interfere with employees during training classes and
9:20 p.m., the train derailed while the timely implementation of a Positive safety briefings on the importance of
traveling through a curve at Frankford Train Control (PTC) system or are not compliance with maximum authorized
Junction in Philadelphia, Pennsylvania. otherwise feasible, Amtrak’s plan must train speed limits and other speed
As a result of the accident, eight persons describe alternative procedures that it restrictions. This training should
were killed, and a significant number of will adopt at the identified curves to include discussion of the railroad’s
persons were seriously injured. ensure compliance with applicable absolute speed limits, speed restrictions
The National Transportation Safety passenger train speed limits. Amtrak’s based on physical characteristics,
Board (NTSB) has taken the lead role plan must contain milestones and target temporary speed restrictions, and any
conducting the investigation of this dates for completion of action plan other restrictions commonly
accident under its legal authority. 49 items. encountered.
U.S.C. 1101 et seq.; 49 CFR 831.2(b). As • Within 30 days of issuance of the (3) Remind their employees that
is customary, FRA is participating in the Order, Amtrak must begin to install Federal railroad safety regulation, at 49
NTSB’s investigation and also additional wayside signage alerting CFR 240.305(a)(2) and 242.403(e)(2),
investigating the accident under its own engineers and conductors of the prohibits the operation of a locomotive
authority. While NTSB has not yet maximum authorized passenger train or train at a speed which exceeds the
issued any formal findings, the speed throughout its Northeast Corridor maximum authorized speed by at least
information released to date indicates system, with particular emphasis on 10 mph.
that train speed was a factor in the additional signage at the curve locations (4) Evaluate quarterly and 6-month
derailment. As Train 188 approached where significant speed reductions reviews of operational testing data as
the curve from the west, it traveled over occur. Amtrak must identify the required by 49 CFR 217.9. A railroad
a straightaway with a maximum locations where it intends to install the should consider increasing the
authorized passenger train speed of 80 additional wayside speed limit signs in frequency of operational testing where
mph. The maximum authorized its action plan, and must notify FRA its reviews show any non-compliance
passenger train speed for the curve was when installation of the signs is with maximum authorized train speeds.
50 mph. NTSB determined that the train completed. A significant number of operational
was traveling approximately 106 mph tests should be conducted on trains that
Metro-North Derailment
within the curve’s 50-mph speed are required to reduce speed by more
restriction, exceeding the maximum In addition to the recent Amtrak than 20 mph from the maximum
authorized speed on the straightaway by passenger train derailment discussed authorized train speed. Operational tests
26 mph, and 56 mph over railroad’s above, in December 2013 a New York should use the reliable methods
maximum authorized speed for the State Metropolitan Transportation available, such as reviewing locomotive
curve.1 Authority Metro-North Commuter event recorder data and testing by radar
In response to the derailment, FRA Railroad Company (Metro-North) train to verify compliance with maximum
issued Emergency Order No. 31 (EO 31; derailed as it approached the Spuyten authorized speeds.
80 FR 30534, May 28, 2015). EO 31 Duyvil Station in Bronx, New York. The (5) Reinforce the importance of
requires Amtrak to take the following train traveled over a straightaway with communication between train
actions to ensure the safe operation of a maximum authorized passenger train crewmembers located in the controlling
passenger trains on the Northeast speed of 70 mph before reaching a sharp locomotive, particularly during safety
curve in the track with a maximum
mstockstill on DSK4VPTVN1PROD with NOTICES
Corridor: 2 critical periods when multiple tasks are
authorized speed of 30 mph. NTSB’s occurring (e.g., copying mandatory
1 FRA regulations provide, in part, that it is investigation of the Metro-North directives, closely approaching or
unlawful to ‘‘[o]perate a train or locomotive at a passing fixed signals and/or cab signals
speed which exceeds the maximum authorized Civil Speed Enforcement System (ACSES)) is at a reduced speed, approaching
limit by at least 10 miles per hour.’’ 49 CFR already in use on the Northeast Corridor. Among
240.305(a)(2). other features, ACSES enforces civil speed
locations where the train’s movement
2 EO 31’s requirements will not apply where restrictions that are in place at locations such as authority is being restricted, during
Amtrak’s Positive Train Control System (Advanced curves and bridges. radio conversations with other
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employees or job briefings about track PTC,4 FRA recommends that railroads (3) Survey their entire systems, or the
characteristics) and during extended make such modifications after portions on which passenger service is
periods of inactivity. identifying critical main track locations. operated, and identify main track
Where such modifications to the signal locations where there is a reduction of
Overspeed Prevention
system to slow trains at critical more than 20 mph from the approach
FRA recognizes that passenger rail locations are not viable or would speed to a curve or bridge and the
transportation is generally extremely interfere with PTC implementation (or maximum authorized operating speed
safe. However, these two recent on railroads where no cab signal or ATC for passenger trains at that curve or
accidents, which both involved system is installed or operative), FRA bridge (identified locations).
overspeed events and resulted in encourages railroads to take other
operational actions to prevent overspeed (4) If the railroad utilizes an ATC, cab
numerous passenger fatalities, highlight signal, or other signal system capable of
the need to remain vigilant in ensuring events, such as requiring additional
qualified employees to occupy the providing warning and enforcement of
employee compliance with operational
controlling locomotive of a train to applicable passenger train speed limits,
speed limits and restrictions for
identify and communicate the make modifications to those systems
passenger trains. As required by 49
U.S.C. 20157, railroads operating applicable passenger train speed limits where appropriate to ensure compliance
scheduled intercity and commuter and restrictions, or by requiring with applicable speed limits at the
passenger service in this country are additional crew communications identified locations. If the railroad is
required to implement PTC Systems by regarding applicable passenger train required to implement PTC at the
December 31, 2015. By statute a PTC speed limits and restrictions. identified locations, implement these
system must be designed to prevent the FRA will continue to focus on recommended signal system changes in
type of overspeed events that occurred ensuring passenger railroad compliance the interim.
in the derailments discussed above, as with maximum authorized train speeds (5) If the railroad does not utilize an
well as train-to-train collisions, and relevant temporary and permanent ATC, cab signal, or other signal system
incursions into roadway work zone speed restrictions in the coming
capable of providing warning and
limits, and the movement of a train over months, including stepped up
enforcement of applicable passenger
a switch left in the wrong position. enforcement actions. These actions will
include, but will not be limited to, on- train speed limits (or if a signal system
Amtrak has indicated that it intends to modification would interfere with the
meet the statutory deadline to install board inspections, radar speed
monitoring at locations of significant implementation of PTC or is otherwise
PTC on the Northeast Corridor. FRA not viable) all passenger train
understands that other passenger permanent or temporary speed
restrictions, monitoring of railroad movements at the identified locations be
railroads in this country have concerns
officers who conduct operational tests, made with a second qualified crew
about their ability to meet the December
and comprehensive reviews of a member in the cab of the controlling
31, 2015 deadline to install PTC. FRA
intends to enforce the December 31, railroad’s implementation of their locomotive, or with constant
2015 deadline to ensure that PTC is in operational tests and inspection communication between the locomotive
use as quickly, safely, and efficiently as program. engineer and an additional qualified
possible. FRA strongly encourages railroads and designated crewmember in the body
and other industry members to re- of the train. If the railroad is required to
Until PTC is in use across the emphasize the importance of implement PTC at the identified
passenger railroad systems in this compliance with maximum authorized locations, implement these
country, and due to the significant train speeds and any applicable speed recommended changes in the interim.
safety concerns presented by the two restrictions, and to conduct operational
accidents described above, FRA believes (6) Install additional wayside signage
testing at a level that will ensure alerting engineers and conductors of the
all passenger railroads and railroads that compliance with all posted speed
host passenger service need to evaluate maximum authorized passenger train
restrictions. speed throughout the passenger
their systems and take immediate Recommended Railroad Action: In
actions to prevent future catastrophic railroad’s system or the portions of its
light of the accidents discussed above,
overspeed events from occurring. system in which passenger service is
and in an effort to ensure the safety of
Some railroads have ATC or cab operated, with particular emphasis on
the Nation’s railroads, their employees,
signal systems 3 that may be modified to and the general public, FRA additional signage at the identified
prevent overspeed events at critical recommends that passenger railroads locations.
locations such as curves, bridges, and and railroads that host passenger FRA encourages all railroad industry
stations, similar to what FRA required service 5 do each of the following: members to take actions consistent with
of Amtrak at the May 12, 2015 (1) Review and implement the the preceding recommendations. FRA
derailment location in EO 31. Where recommendations made in FRA Safety may modify this Safety Advisory 2015–
such signal system modifications are Advisory 2013–08, which are discussed 03, issue additional safety advisories, or
appropriate and would not interfere above. take other appropriate action necessary
with the timely implementation of (2) Review the circumstances of the to ensure the highest level of safety on
fatal May 12, 2015, Philadelphia the Nation’s railroads, including pursing
3 FRA regulations require that ‘‘[p]rior to derailment with their operating other corrective measures under its rail
mstockstill on DSK4VPTVN1PROD with NOTICES
December 31, 2015, where any train is permitted to employees.
operate at a speed of 80 or more miles per hour,
safety authority.
an automatic cab signal, automatic train stop, or Issued in Washington, DC on June 9, 2015.
4 FRA recommends that railroads consult with
automatic train control system complying with the
provisions of this part [part 236] shall be installed, FRA if they believe a modification would interfere Sarah Feinberg
unless an FRA approved PTC system meeting the with PTC implementation. Acting Administrator.
requirements of this part [part 236] for the subject 5 This Safety Advisory only applies to the
[FR Doc. 2015–14394 Filed 6–11–15; 8:45 am]
speed and other operating conditions, is installed.’’ portions of the railroad’s system over which
49 CFR 236.0(d)(1). passenger service is operated. BILLING CODE 4910–06–P
VerDate Sep<11>2014 19:05 Jun 11, 2015 Jkt 235001 PO 00000 Frm 00113 Fmt 4703 Sfmt 9990 E:\FR\FM\12JNN1.SGM 12JNN1](https://thefederalregister.org/doc/80_FR_33698/page/3.svg)
Document Created: 2018-02-22 10:16:35
Document Modified: 2018-02-22 10:16:35
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Notices | |
| Action | Notice of safety advisory. | |
| Contact | Ron Hynes, Director, Office of Safety Assurance and Compliance, Office of Railroad Safety, FRA, 1200 New Jersey Avenue SE., Washington, DC 20590, telephone (202) 493-6404. | |
| FR Citation | 80 FR 33585 |
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