[Federal Register Volume 59, Number 92 (Friday, May 13, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-11733]
[[Page Unknown]]
[Federal Register: May 13, 1994]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
49 CFR Part 229
[FRA Docket No. RSGC-2, Notice No. 6]
RIN 2130-AA80
Locomotive Conspicuity; Minimum Standards for Auxiliary External
Lights
AGENCY: Federal Railroad Administration (FRA), DOT.
ACTION: Interim rule with request for comments.
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SUMMARY: This interim rule (referred to as ``IR-2'') amends FRA's
interim rule (referred to as ``IR-1'') published on February 3, 1993,
by relaxing the standards IR-1 contained concerning auxiliary external
lights on locomotives. IR-2 contains detailed and specific performance
standards regarding color, intensity, operation, mounting location and
flash rate for ditch lights, crossing lights, strobe lights and
oscillating lights. This action is intended to increase the visibility
of locomotives to motorists and thereby reduce the incidence of
accidental collisions between motor vehicles and locomotives at
highway-rail grade crossings.
DATES: This interim rule is effective May 13, 1994; written comments
must be received on or before July 12, 1994. Comments received after
that date will be considered so far as possible without incurring
additional expense or delay.
ADDRESSES: Written Comments: Written comments and petitions for
reconsideration should identify the docket number and the notice number
and must be submitted in triplicate to the Docket Clerk, Office of
Chief Counsel, FRA, 400 Seventh Street, SW., Washington, DC 20590.
Public hearing: Given the limited scope of this interim rule and
the statutory exception under 45 U.S.C. 431(u)(2) from public
proceedings, FRA does not believe that a public hearing is warranted at
this time. However, FRA will consider any request for an opportunity to
make an oral presentation that is filed by the deadline for written
comments.
FOR FURTHER INFORMATION CONTACT: Gordon Davids, Bridge Engineer, Office
of Safety, FRA, 400 Seventh Street, SW., Washington, DC 20590
(telephone: 202-366-9186); Edward R. English, Director, Office of
Safety Enforcement, Office of Safety, FRA, 400 Seventh Street, SW.,
Washington, DC 20590 (telephone: 202-366-9252); or Marina C. Appleton,
Trial Attorney, Office of Chief Counsel, FRA, 400 Seventh Street, SW.,
Washington, DC 20590 (telephone: 202-366-0628).
SUPPLEMENTARY INFORMATION: On February 3, 1993, FRA published an
interim rule (IR-1) (58 FR 6899, to be codified at 49 CFR 229.133),
with request for comments, concerning measures to enhance the
conspicuity of locomotives. IR-1 implemented requirements mandated by
section 14 of the Amtrak Authorization and Development Act (Pub. L.
102-533). This enabling legislation added new subsection (u) to section
202 of the Federal Railroad Safety Act of 1970 (Safety Act) (45 U.S.C.
431), which reads as follows:
(u) Locomotive Conspicuity.
(1) The Secretary shall conduct a review of the Department of
Transportation's rules with respect to locomotive conspicuity and
shall complete the Department's current locomotive conspicuity
research no later than December 31, 1993. As part of this review,
the Secretary shall collect relevant data from operational
experience by railroads having enhanced conspicuity measures in
service.
(2) Not later than December 31, 1992, the Secretary shall issue
interim regulations identifying ditch lights, crossing lights,
strobe lights, and oscillating lights as interim locomotive
conspicuity measures, and authorizing and encouraging installation
and use of such measures. The interim regulations and any amendments
thereto shall be adopted without regard to subchapter II of chapter
5 of Title 5. Any locomotive equipped with such interim conspicuity
measures on the date of issuance of final regulations under
paragraph (3) shall be considered in full compliance with such final
regulations until 4 years after issuance of such final regulations.
(3) Not later than June 30, 1994, the Secretary shall initiate a
rulemaking proceeding to issue final regulations requiring
substantially enhanced locomotive conspicuity measures. In such
rulemaking proceeding, the Secretary shall consider, at a minimum--
(A) Revisions to the existing locomotive headlight standard,
including standards for placement and intensity;
(B) Requiring use of reflective materials to enhance locomotive
conspicuity;
(C) Requiring use of additional alerting lights (including
ditch, crossing, strobe, and oscillating lights);
(D) Requiring use of auxiliary lights to enhance locomotive
conspicuity when viewed from the side;
(E) The effect of any enhanced conspicuity measures on the
vision, health, and safety of train crew members;
(F) separate standards for self-propelled, push-pull and multi-
unit passenger operations without a dedicated head-end locomotive.
(4) In issuing regulations under paragraph (3), the Secretary
may exclude from any specific conspicuity requirement and category
of trains or rail operations if the Secretary determines that such
an exclusion is in the public interest and is consistent with rail
safety (including grade-crossing safety).
(5) The Secretary shall issue final regulations requiring
enhanced locomotive conspicuity measures no later than June 30,
1995. The Secretary shall require that all locomotives not excluded
from the regulations be equipped with interim conspicuity measures
under paragraph (2) or the conspicuity measures mandated by final
regulations issued under this paragraph, no later than December 31,
1997.
(6) As used in this subsection, the term ``locomotive
conspicuity'' means the enhancement of day and night visibility of
the front-end unit of a train, by means of lighting, reflective
materials, or other means, with particular consideration to the
visibility and perspective of drivers of motor vehicles at grade
crossings.
Under IR-1, ditch lights, crossing lights, strobe lights and
oscillating lights were designated as interim locomotive conspicuity
measures. Conspicuity measures that comply with IR-1, IR-2 or any
amendment thereto, are deemed to comply with the final rule for four
years after its issuance. As required by the enabling legislation, the
final rule requiring enhanced locomotive conspicuity measures must be
issued no later than June 30, 1995. All locomotives not excluded from
the final regulations must be equipped with either the interim
conspicuity lighting arrangements identified in IR-1 or IR-2 or the
conspicuity arrangements mandated by the final regulations, no later
than December 31, 1997.
If the final rule is issued prior to the deadline, June 30, 1995,
the statute's four-year grace period would begin on that earlier date.
Likewise, although IR-1 and IR-2 do not require that any train be
equipped with conspicuity measures, the final rule may require such
equipping even prior to December 31, 1997, which is the latest date for
requiring such measures.
Research on locomotive conspicuity conducted through the Volpe
National Transportation Systems Center was completed on schedule in
1993. FRA will continue to gather and analyze data concerning means of
enhancing visibility of trains at highway-rail grade crossings.
Public Participation in the Rulemaking
Subsection 202(u)(2) of the Safety Act provides that IR-1 and IR-2
and any amendment to either rule shall be adopted without regard to
subchapter II of chapter 5 of title 5, United States Code. This
subsection thus allows IR-1 and IR-2 to be issued without regard to the
Administrative Procedure Act's (APA) general requirement of providing
an opportunity for public participation in the rulemaking process or,
by implication, the Safety Act's requirement that an opportunity for
oral presentation be provided where notice and comment are necessary.
See 45 U.S.C. 431(b). Similarly, the normal APA requirement that a rule
be effective no sooner than 30 days after issuance does not apply here.
See 5 U.S.C. 553(d).
Although the enabling legislation suspended the requirements for
notice and comment, FRA will consider written comments received on or
before July 12, 1994. During this period, FRA will also consider
petitions for amendment of this rule, provided that such petitions
clarify the descriptions of devices addressed in this rule, or identify
devices that perform the same function at least as effectively as those
devices addressed in this rule.
Discussion of Comments and Section Analysis
In IR-1, FRA solicited comments from railroads, lighting
manufacturers, railroad employees and other interested persons
regarding (i) the specific performance standards for the different
auxiliary lighting arrangements detailed in that rule and (ii) the
concept of ``locomotive conspicuity'' in general.
FRA received comments from the Florida East Coast Railway Company,
the Union Pacific Railroad Company (UP), The American Short Line
Railroad Association (ASLRA), the Association of American Railroads
(AAR), the Northeast Illinois Regional Commuter Railroad Corporation
(METRA), the Long Island Rail Road, Canadian Pacific Limited (CP), the
Quest Corporation, 3M, Flash Technology Corporation of America, the
Norfolk Southern Corporation (NS), and the Canadian National Railway
Company (CN).
After review of public comments, FRA determined that changes to IR-
1 are warranted. The following discussion is provided in response to
these comments and in explanation of these changes.
A. Length of the ``Grandfathering'' Period (Sec. 229.133(a))
Several commenters, including AAR, UP and ASLRA, requested that any
auxiliary lighting system meeting the specifications in IR-1 that is
installed on a locomotive be considered in compliance with the final
rule for the entire life of the locomotive, rather than for only the
four-year period specified in IR-1 at 49 CFR 229.133(a).
The enabling legislation specifically allowed a four-year period of
acceptability for installed auxiliary lighting systems that conform to
the specifications outlined in IR-1. FRA does not have the authority to
``grandfather'' such lighting systems beyond that four-year period.
Furthermore, FRA does not want to constrain the content and
applicability of the final rule to decisions made at this time without
benefit of information from research and rulemaking that will be
available and incorporated into the rulemaking process beginning in
1994. FRA will endeavor to apply a ``rule of reason'' at the final-rule
stage to recognize the value of early investments in auxiliary lighting
systems that were in service prior to the issuance of the final rule.
B. Activation of Auxiliary Lighting Systems (Secs. 229.133 (b)(1)(iii),
(b)(2)(iv), (b)(3)(v) and (b)(4)(ii))
ASLRA requested that the interim rule not reference the manner in
which the auxiliary lighting systems would be activated on the
locomotive. ASLRA is concerned that the language in IR-1 at
Secs. 229.133(b)(1)(iii), (b)(2)(iv), (b)(3)(v) and (b)(4)(ii)
referring to activation parameters of auxiliary lights might be
considered a precedent for adoption of similar provisions in the final
rule without full consideration of the consequences.
FRA agrees in part. Mention of specific activation parameters
without requiring their use may be interpreted to imply that similar
parameters would be incorporated in the final rule. That is not the
intent of the interim rule. Activation methods or systems will be
specified in the final rule as needed. Such activation methods could
then be applied to almost any system regardless of whether the lights
were installed prior to or after the final rule.
In reality, any system imaginable is capable of actuation by a wide
variety of devices and at almost any time. The final rule may require
actuation devices to be provided wherever necessary, without rendering
existing lighting systems obsolete. Therefore, the specification for
capability of automatic operation has been eliminated in IR-2.
C. Dimensional Requirements for Lighting Placement
(Secs. 229.133(b)(1)(i), (b)(2)(iii) and (b)(3)(i))
Several responders commented on the vertical and horizontal
dimensional requirements for the various auxiliary lighting
arrangements in IR-1.
The dimensional requirements for light placement in IR-1 at
Secs. 229.133(b)(1)(i), (b)(2)(iii) and (b)(3)(i) represented the best
information available to FRA at the time of issuance of IR-1. The
governing principle was to have the lights far enough apart to be
distinguishable, preferably forming a triangle with the headlight, and
high enough above the rail that they would be effective in snow as well
as over vertical curves in the railroad track.
The comments and photographs submitted in this regard were valid
and informative. Several locomotive types in common use present a
problem with installation of ditch or crossing lights with horizontal
spacing greater than 49 inches. CN, which has had considerable
experience and success with ditch lights, has one type of installation
with a horizontal spacing of 37 inches, and focused on the track at a
point 800 feet in front of the locomotive. Other locomotives have
horizontal spacing less than the minimum requirement of 60 inches
contained in IR-1 at Sec. 229.133(b)(1)(i). CN also has some
locomotives equipped with ditch lights placed 91 inches above the rail,
above the 84-inch maximum established in IR-1 at Sec. 229.133(b)(1)(i).
METRA, the commuter railroad in the Chicago area, has ditch lights
mounted on cab control cars at a height of only 25 inches above the
rail, lower than the 36-inch minimum in IR-1 at Sec. 229.133(b)(1)(i).
Additionally, the flat section of the cab roof on some EMD locomotives
might inhibit the installation of strobe lights spaced 60 inches
horizontally.
1. Three-Light Triangle Dimensions: (New Secs. 229.133(b)(1)(ii),
(iii), (b)(2)(iii) and (b)(3)(ii), (iii))
FRA believes that the purpose of IR-2 would be best served by
broadening the limits on acceptable placement dimensions to some
degree. However, some minimum horizontal spacing of lights remains
necessary to permit recognition of a characteristic pattern by a
motorist sufficiently in advance of the approach of a train to permit
timely defensive action. FRA concludes that the spacing requirement for
ditch and crossing lights can be modified if the vertical dimension of
the three-light triangle (headlight and two crossing lights; headlight
and two ditch lights; or headlight and two strobe lights) is large
enough to afford recognition by a motorist not only of the approaching
train, but also of its general location relative to the crossing. If
the vertical dimension, or the altitude, of the three-light triangle is
at least 60 inches, it would compensate for a shorter horizontal
spacing of the lower lights, or base of the triangle. The normal human
eye can resolve two objects spaced to form an angle of approximately
one-half of one degree. The orientation--horizontal, vertical or
diagonal--is immaterial. Spacing of 60 inches subtends, or delimits,
one-half of one degree at 573 feet from the observer, beyond which
distance the lights are seen as one. This distance corresponds to an
approach time of 6.5 seconds at 60 miles per hour.
2. Horizontal Dimensions (New Secs. 229.133(b)(1) (ii), (iii),
(b)(2)(iii) and (b)(3)(ii), (iii))
FRA concludes that the minimum horizontal interval between adjacent
crossing lights and adjacent ditch lights should be reduced from 60 to
36 inches, provided that, if the horizontal interval is less than 60
inches, the vertical distance between the headlight and the plane of
the ditch or crossing lights be not less than 60 inches. See IR-2 at
Secs. 229.133(b)(1)(ii), (iii) and (b)(3)(ii), (iii).
Strobe lights derive their effectiveness more from their intensity
and characteristic flash pattern than from their relative spacing. The
effectiveness of omni-directional strobe lights can be enhanced by
mounting them at the highest point on the locomotive cab roof. In order
to accommodate such mounting on some cabs with flat top sections
narrower than 60 inches, the minimum spacing between adjacent strobe
lights is reduced to 48 inches, as set forth in IR-2 at
Sec. 229.133(b)(2)(iii).
3. Vertical Dimensions (Secs. 229.133(b)(1)(i), (b)(2)(iii) and
(b)(3)(i))
The most common placement of ditch or crossing lights on a road
switcher locomotive is directly above the front platform. The headlight
is commonly located on the front cab wall, just below the roof line.
The front platform is typically between five and six feet above the
rail; the cab roof line, 14 feet above the rail. Allowing a
conservative placement of one foot from the surface of the front
platform to the centerline of the lower lights, and two feet from the
edge of the cab roof to the center of the upper headlight unit, the
vertical spacing between the lower lights and the headlight would be
five feet, or 60 inches.
Height above the rail is a factor in the visibility of a light for
several reasons. Increased height has several advantages. First, the
light will be less obstructed by objects or vertical curves on or in
the track. Second, the light will be less affected by accumulations of
snow or foreign material thrown up by the pilot, plow or wheels. Third,
the light is less likely to be damaged should the locomotive strike a
foreign object. There is no reason to limit the maximum height above
the rail for crossing or ditch lights, provided that they meet the
criteria for horizontal or vertical spacing as discussed above.
The minimum height for ditch lights was specified in IR-1 as 36
inches in Sec. 229.133(b)(1)(i), and as 48 inches for crossing lights
in Sec. 229.133(b)(3)(i), in order to accommodate mounting below the
front platform, if necessary. There is no reason for inconsistency
between the dimensions for ditch lights and for crossing lights; ditch
lights could become crossing lights after modification of control
circuitry. Thus, the minimum height for crossing lights in IR-1 at
Sec. 229.133(b)(3)(i) is revised from 48 inches to 36 inches.
The 36-inch minimum height requirement will permit maintenance of
the 60-inch vertical dimension on locomotives with the headlight
mounted in a low front hood. This height requirement also aids the
observer's sight distance. The maximum vertical curve recommended by
the American Railway Engineering Association for main track has a rate
of change of grade of 0.2 percent per 100 feet. On this vertical curve,
a light three feet above the track will be visible to an observer at a
distance of 1,095 feet, provided the observer's eyes are three feet
above the track. A reduction in height of one foot, of either the
observer or the light, reduces the sight distance by approximately 100
feet.
The one comment requesting a lower height above the rail applied
only to cab control cars in suburban passenger service. If those cars
have suitable conspicuity while operating on their specific routes, the
final rule may permit their light configuration in that service.
However, the 25-inch height requested is not suitable for general
railroad service, owing to the reduced visibility on vertical curves,
susceptibility to snow, and damage from foreign objects. FRA therefore
concludes that the minimum height of 36 inches for ditch lights,
crossing lights and strobe lights will be retained in IR-2. See IR-2 at
Secs. 229.133(b)(1)(i), (b)(2)(iii) and (b)(3)(i).
D. Strobe Lights (Sec. 229.133(b)(2)(i))
Flash Technology commented that one forward-facing, focused strobe
light could be more effective than two omni-directional strobe lights
described in IR-1 at Sec. 229.133(b)(2)(i). If any railroads are
presently using the former type of system, none commented or requested
its inclusion in the interim rule.
The purpose of both IR-1 and IR-2 is to encourage the installation
of currently available effective systems. FRA was not provided with any
information indicating that one forward-facing, focused strobe light
has been in service or proven effective to date. Such technology may be
considered in the final rule. The authority for expedited issuance of
IR-1 did not contemplate the inclusion of systems not in current use.
Therefore, IR-2 will continue the requirement for two strobe lights.
E. Flash Rates (Secs. 229.133(b)(2)(ii), (b)(3)(iii) and New
Secs. 229.133(b)(2)(ii), (b)(3)(v))
Flash Technology commented that the limits of flash rate of strobes
should be broadened to incorporate units used by Amtrak which flash at
a period of 0.5 seconds. This rate is used by the Federal Aviation
Administration (FAA) for runway lead-in lighting, and does not cause
problems with flicker vertigo. Research conducted for FRA by the
Transportation Systems Center in 1974 and 1975 shows that a flash rate
as rapid as three per second effectively improves conspicuity, and does
not produce flicker vertigo. In view of this research and comment, the
flash rate for both strobe lights and crossing lights is broadened in
IR-2 at Secs. 229.133(b)(2)(ii) and (b)(3)(v), respectively, to permit
rapid flash rates up to three per second, or 180 per minute.
Generally, the original specifications for flash rates were drawn
around a time period of one second. The proposed revisions to flash or
operating rates range on either side of one per second. IR-2 is
clarified by restatement of the flash rates in terms of flashes or
cycles per minute.
F. Oscillating Lights (Sec. 229.133(b)(4))
The Florida East Coast Railway Company commented that its
locomotives have been equipped since 1978 with an Oscitrol warning
light that performs the functions of an oscillating light. This warning
light consists of two lamps co-located in the same fixture, aimed three
degrees to either side of the locomotive centerline, which flash
alternately at a rate of approximately 50 times per minute. It also
uses one red lamp, which is actuated by a heavy application of the
train air brake.
The red light is used for purposes other than improved conspicuity
at highway-rail crossings. It need be addressed only to the extent that
the actuation of a red oscillating light generally extinguishes the
white light. Its primary purpose is to alert approaching trains on
adjacent tracks that the train displaying the red light has undergone a
heavy brake application, and could possibly foul the adjacent track.
FRA believes that the warning lights used by Florida East Coast are
effective and within the family of oscillating lights defined in the
enabling legislation. They are therefore included in the definition of
an acceptable oscillating light.
Display of the red light, overriding the white light, occurs only
in specific, critical situations when necessary to avoid potential
train collisions. The safety benefit of this type of red light, in the
rare circumstances under which it is used, outweighs the consequences
of the short-term loss of the oscillating white light. This feature is
permitted, but not mandated, in acceptable interim oscillating light
systems.
Regulatory Impact
Executive Order 12866 and DOT Regulatory Policies and Procedures
This interim rule has been evaluated in accordance with existing
regulatory policies and procedures and is considered to be a
nonsignificant regulatory action under DOT policies and procedures (44
FR 11034; February 26, 1979). This rule also has been reviewed under
Executive Order 12866 and is considered ``nonsignificant'' under that
Order. This interim rule does not require the use of an auxiliary
lighting system. Instead, the rule encourages the installation and use
of auxiliary lighting arrangements on locomotives.
Although ``nonsignificant,'' FRA nonetheless has prepared a
regulatory evaluation addressing the economic impact of the rule. This
regulatory evaluation estimates that economic costs are negligible
because installation of the auxiliary external lights on locomotives by
railroads is not mandatory. Anticipated benefits and impacts of the
rule will not be known until all relevant data is collected and
examined by FRA. This regulatory evaluation has been placed in the
docket and is available for public inspection and copying during normal
business hours in Room 8201, Office of Chief Counsel, FRA, 400 Seventh
Street, SW., Washington, DC 20590. Copies may also be obtained by
submitting a written request to the FRA Docket Clerk at the above
address.
Regulatory Flexibility Act
The Regulatory Flexibility Act of 1980 (5 U.S.C. 601 et seq.)
requires a review of rules to assess their impact on small entities,
unless the Secretary certifies that a final rule will not have a
significant economic impact on a substantial number of small entities.
This interim rule will not have an adverse impact on any entity because
it does not place any new requirements or burdens on the public.
Therefore, it is certified that the interim rule will not have a
significant economic impact on a substantial number of small entities
under the provisions of the Regulatory Flexibility Act.
Paperwork Reduction Act
This rule does not contain a collection of information requirement
for purposes of the Paperwork Reduction Act of 1980, 44 U.S.C. 3501 et
seq.
Environmental Impact
FRA has evaluated these regulations in accordance with its
procedures for ensuring full consideration of the environmental impact
of FRA actions, as required by the National Environmental Policy Act
(42 U.S.C. 4321 et seq.), other environmental statutes, Executive
Orders, and DOT Order 5610.1c. It has been determined that this rule
will not have any effect on the quality of the environment.
Federalism Implications
This rule will not have a substantial effect on the states, on the
relationship between the national government and the states, or on the
distribution of power and responsibilities among the various levels of
government. Thus, in accordance with Executive Order 12612, preparation
of a Federalism Assessment is not warranted.
Under section 205 of the Federal Railroad Safety Act of 1970 (45
U.S.C. 434), issuance of this regulation preempts any State law, rule,
regulation, order, or standard covering the same subject matter, except
for a provision directed at a local safety hazard if that provision is
consistent with this rule and does not impose an undue burden on
interstate commerce.
List of Subjects in 49 CFR Part 229
Railroad safety.
Adoption of the Amendment
In consideration of the foregoing, FRA amends part 229, title 49,
Code of Federal Regulations to read as follows:
PART 229--RAILROAD LOCOMOTIVE SAFETY STANDARDS
1. The authority citation for part 229 is revised to read as
follows:
Authority: 45 U.S.C. 22-34; 45 U.S.C. 431, 438; 49 App. U.S.C.
1655(e); Pub. L. 100-342; Pub. L. 102-365; Pub. L. 102-533; 49 CFR
1.49 (c), (g) and (m).
2. Section 229.133 is amended by revising paragraph (b) to read as
follows:
Sec. 229.133 Interim Locomotive Conspicuity Measures--Auxiliary
External Lights
* * * * *
(b) Each qualifying arrangement of auxiliary external lights shall
conform to one of the following descriptions:
(1) Ditch lights. (i) Ditch lights shall consist of two white
lights, each producing a steady beam of at least 200,000 candela,
placed at the front of the locomotive, at least 36 inches above the top
of the rail.
(ii) Ditch lights shall be spaced at least 36 inches apart if the
vertical distance from the headlight to the horizontal axis of the
ditch lights is 60 inches or more.
(iii) Ditch lights shall be spaced at least 60 inches apart if the
vertical distance from the headlight to the horizontal axis of the
ditch lights is less than 60 inches.
(iv) Ditch lights shall be focused horizontally within 45 degrees
of the longitudinal centerline of the locomotive.
(2) Strobe lights. (i) Strobe lights shall consist of two white
stroboscopic lights, each with ``effective intensity,'' as defined by
the Illuminating Engineering Society's Guide for Calculating the
Effective Intensity of Flashing Signal Lights (November 1964), of at
least 500 candela.
(ii) The flash rate of strobe lights shall be at least 40 flashes
per minute and at most 180 flashes per minute.
(iii) Strobe lights shall be placed at the front of the locomotive,
at least 48 inches apart, and at most 36 inches above the top of the
rail.
(3) Crossing lights. (i) Crossing lights shall consist of two white
lights, placed at the front of the locomotive, at least 36 inches above
the top of the rail.
(ii) Crossing lights shall be spaced at least 36 inches apart if
the vertical distance from the headlight to the horizontal axis of the
ditch lights is 60 inches or more.
(iii) Crossing lights shall be spaced at least 60 inches apart if
the vertical distance from the headlight to the horizontal axis of the
ditch lights is less than 60 inches.
(iv) Each crossing light shall produce at least 200,000 candela,
either steadily burning or alternately flashing.
(v) The flash rate of crossing lights shall be at least 40 flashes
per minute and at most 180 flashes per minute.
(vi) Crossing lights shall be focused horizontally within 15
degrees of the longitudinal centerline of the locomotive.
(4) Oscillating light. (i) An oscillating light shall consist of:
(A) one steadily burning white light producing at least 200,000
candela in a moving beam that depicts a circle or a horizontal figure
``8'' to the front, about the longitudinal centerline of the
locomotive; or
(B) two or more white lights producing at least 200,000 candela
each, at one location on the front of the locomotive, that flash
alternately with beams within five degrees horizontally to either side
of the longitudinal centerline of the locomotive.
(ii) An oscillating light may incorporate a device that
automatically extinguishes the white light if display of a light of
another color is required to protect the safety of railroad operations.
* * * * *
Issued in Washington, DC, on May 9, 1994.
Jolene M. Molitoris,
Federal Railroad Administrator.
[FR Doc. 94-11733 Filed 5-12-94; 8:45 am]
BILLING CODE 4910-06-P
