NBSIR 73-253 (/O

Description and Performance

Cliaracteristics of Engineering Models

of Visual Alerting Devices

J. Richard Lepkowski

Technical Analysis Division

Institute for Applied Technology

and

William F. Mullis

Heat Division

Institute for Basic Standards

National Bureau of Standards

September 1973

Phase II Report

(FRA AR 20033)

Prepared for Federal Railroad Administration

U.S. Department of Transportation

Washington, D. C. 20590

NBSIR 73-253

DESCRIPTION AND PERFORMANCE

CHARACTERISTICS OF ENGINEERING MODELS

OF VISUAL ALERTING DEVICES

J. Richard Lepkowski

Technical Analysis Division

Institute for Applied Technology

and

William F. Mullis

Heat Division

Institute for Basic Standards

National Bureau of Standards

September 1973

Phase II Report

(FRA-AR 20033)

Prepared for Federal Railroad Administration

U.S. Department of Transportation

Washington, D. C. 20590

U. S. DEPARTMENT OF COMMERCE, Frederick B. Dent, Secretary

NATIONAL BUREAU OF STANDARDS, Richard W. Roberts. Director

TABLE OF CONTENTS

Page

LIST OF FIGURES iii

ABSTRACT v

1.0 Introduction 1

2.0 Devices Comprising the Visual Alerting System (VAS) . . 3

2.1 Bi-Color Radial Beacon (BRB) 4

2.1.1 Physical Description 4

2.1.2 Performance Characteristics of the BRB . . 7 2.1.3 Environmental Testing 11

2.2 Roof Flashtubes 13

2.2.1 Physical Description 13

2.2.2 Performance Characteristics of the

Roof Flashtubes 15

2.2.3 Environmental Testing 18

2.3 Side and Rear Panel Lights 18

2.3.1 Physical Description 18

2.3.2 Performance Characteristics of the

Panel Lights 19

2.3.3 Environmental Testing 24

2.4 Lighting Control Panel 26

3.0 Some Comments on the Installation of VAS on a GP40 Locomotive 26

APPENDIX A. Detailed Drawings for the Visual Alerting

System.

APPENDIX B. Instructions for Installation of Visual

Alerting Devices on a GP40 Locomotive.

i

LIST OF FIGURES

Page

Fig. 1 Locomotive roof, side and rear lights 2

Fig. 2 Two Bi -color Radial Beacons 5

Fig. 3 Intensity Distribution in the Horizontal

Plans for the Bi-color Radial Beacon 9

Fig. 4 Intensity Distribution in the Vertical

Plane for the Bi-color Radial Beacon with

Lamp Operating at the Indicated Voltage .... 10

Fig. 5 Relationship of BRB Internal Temperature

to Various Levels of Ambient Temperature .... 12

Fig. 6 Two Roof Flashtubes (Dual Color) and

Their Mounts 14

Fig. 7 Effective Intensity Distribution in the

Vertical Plane for the Clear Filter

Portion of Roof Flashtube Assembly 16

Fig. 8 Effective Intensity Distribution in the

Vertical Plane for the Red Filter

Portion of Roof Flashtube Assembly 17

Fig. 9 Two Side Panel Lights 20

Fig. 10 Intensity Distribution in the Horizontal

Plane for Two 40 -Watt Fluorescent Lamps

in Side Panel 22

Fig. 11 Effective Intensity Distribution in the

Horizontal Plane for Side Panel Flashtube ... 23

Fig. 12 Relative Intensities of the Fluorescent

Panel Lights as a Function of Ambient

Tenperature Surrounding the Panel 25

Fig. 13 Lighting Control Panel 27

iii

ABSTRACT

• This report describes the construction and performance characteristics

of a Visual Alerting System (VAS) designed for railroad locomotives,

particularly of the diesel-electric type. The VAS consists of four

different types of electrically powered signals. One is mounted on the

cab roof and emits alternating rays of white and red lights covering 360*^

of azimuth. There are 115 white and 115 red rays in all. The light

does not rotate, but as an observer passes from ray to ray it will appear

to be a flashing red and white light. The other units consist of roofmounted dual -colored (red-white) flashtubes (for use when approaching a

highway-railroad grade crossing) , lighted side panels with integral flashtubes, and rear panel light.

Intensity distributions for the steady burning signals and effective

intensity distributions for the flashtubes are presented in both narrative

and graphical form. The goniometer plots of the intensities of these

roof-mounted units permitted the determination, to a specified intensity level,

of the vertical beam spreads of the flashtube units and the bi-colored

radial beacon (all of v^ich give 360° azimuthal coverage) , as well as the

horizontal intensity distribution of the side and rear panel lights.

The electrical characteristics of all the signals are discussed in

detail including power requirements and flash rates of the flashtubes.

Photographs of all the lights are included as well as one for the Lighting

Control Panel. A description and use of the latter unit is also given.

V
Engineering models of each type were subjected to high temperature

(130°F) , low temperature (-30°F) and vibration testing.

One appendix shows the detailed production drawings for the Visual

Alerting System (except for the flashtube units, which are off-the-shelf

items). Another appendix presents the instructions for installing the

VAS on a GP 40 locomotive.

vi
DESCRIPTION AND PERFORMANCE CHARACTERISTICS OF ENGINEERING MODELS OF

VISUAL ALERTING DEVICES (PHASE II)

1.0 Introduction

This document is a supplemental report on the Phase II effort of a

series of phases with the ultimate goal of improving the conspicuity of

railroad trains. The first phase was concerned with the study of

laboratory models of visual alerting devices designed primarily for

mounting on locomotives. The results of Phase I are reported in

"Development of Visual Alerting Devices for Railroad Locomotives"

(July 1972) prepared for the Federal Railroad Administration by the

National Bureau of Standards.

Phase II entailed the detailed design and construction of engineering

models comprising the Visual Alerting System (VAS) . Six complete sets

of this system were constructed. One system has been installed

on a locomotive for evaluation at the U.S. Naval Ammunition Depot, Crane,

Ind. This particular evaluation is being done by personnel from Crane

Laboratory's Behavioral Sciences Division under contract to the Transportation

Systems Center (DOT), Cambridge, Mass. One or more sets are planned to be mounted

on power equipment of at least one cooperating railroad company in

the Washington, D.C. vicinity.

A third phase will include the evaluation of VAS in terms of train crew

acceptance and engineering factors such as compatability with the railroad

environment, maintainability, and location of each device on the locomotive

for maximum effectiveness. It will be decided at a later time whether to

conduct additional tests. If the results of the Phase III study indicate

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that one or more of the devices merit a more wide -spread evaluation,

then the performance specifications will be defined for production models

in larger numbers.

Phase IV will cover a large-scale longitudinal operational demonstration

involving up to 200 locomotives. But before details of such a demonstration

can be specified, a thorough study and analysis needs to be accomplished,

'fhe study should define a specific geographical area and identify within that

area such items as the number and kinds of grade -crossings, accident

history and detailed railroad operations.

A fifth phase which ran in parallel with Phase II deals with visual

alerting devices for enhancing the conspicuity of railroad rolling stock.

The Phase V report is Supplement 2 to the first report.

2.0 Devices Comprising the Visual Alerting System (VAS)

The VAS consists of several devices: a Bi-color Radial Beacon (BRB)

two combination red and white roof flashtubes; two pairs of lighted

side panels; and a lighted rear panel. The general locations for the devices

on a GP40 locomotive are shown in Figure 1. The following paragraphs in

this section give a general physical description of the devices as well as

performance characteristics and an account of the limited environmental

testing done.

Copies of the detailed drawings for the VAS can be found in Appendix A.

3
2.1 Bi -color Radial Beacon (BRB)

2.1.1 Physical Description

The BRB is a beacon-type light that was designed for mounting on

the locomotive cab roof. In this position it cannot be seen directly

by anyone in the cab. This device consists of a powerful incandescent

lamp having a small diameter filament (about 1/8") in a straight , vertical

alignment. A cylindrical, glass Freznel lens, 7 1/2" in diameter and about

7 1/2" high, surrounds the lamp. The lens collects and concentrates the

luminous flux into a relatively narrow, horizontal beam. Surrounding

the lens is a transparent red acrylic cylinder 11 1/2" in diameter.

The red cylinder has vertical slots cut through the plastic to permit

alternate red and white beams of luminous flux to emanate in a series

of rays in a complete horizontal circle. In all, there are 115 red

and 115 white rays. A clear acrylic cylinder, 12" in diameter,

encircles the red cylinder. The purpose of the clear cylinder is primarily

to keep out dust, rain, snow and the like. Figure 2 shows an assembled

and unassembled BRB.

A small electric powered fan in the base of the unit supplies air for

cooling. Holes in the base plate and the top plate (under the cover) permit

the free flow of air for heat removal.

It was originally planned to position the BRB in the approximate geometric

center of the cab roof. In this position the top of the BRB would extend
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about 9 1/2" up from the roof- . It would also permit the use of

protected air from the cab for cooling the BRB and make periodic relan^ing of the unit from inside the cab and estimated 3 to 4 minute

operation. However, this position would have entailed cutting about

a 4" diameter hole through the roof and inside insulation. Officials

of the railroad cooperating in the study had second thoughts about

cutting a hole in that location and requested that an alternative position

be found. Another site was selected -- between the air horns on top

of the 'number box cavity'. In order to clear the horns a mount for

raising the BRB was designed. The mount is welded over a hole in the

cavity roof, cut to permit running wires through to the lamp and cooling

air to get to the fan which is located in the mount. (Appendix B

contains a copy of the mount drawings}. The air for cooling is protected

air from the cavity but relamping must be done from the outside and

will take an estimated 12-15 minutes. For study purposes this relamping

should pose no particular difficulties but for wide -spread operational

use a faster method should be devised.

Use of the mount raises the BRB another 7 or 8 inches (depending on

the particular installation). This height exceeds 'Plate C limits by

-^The top of this light would then be about 2 1/2" below the specified limit

of 15' 6" called for in "Equipment Diagram Standard (Plate C) for Limited

Interchange Service."

6
about 5 or 6 indies, but is still well below the overhead restrictions

found on tiie right-of-way of the cooperating railroad.

The BRB and cooling fan are controlled simultaneously from one

switch on the Lighting Control Panel located in the locomotive cab.

2.1.2 Performance Characteristics of the BRB

2.1.2.1 Electrical Parameters

Hie BRB is equipped with a 500 watt (nominal) , 20 ampere, medium

bi-post, incandescent lamp, designated as 20/T-24/3 and a 4- inch "muffin"

type cooling fan, designated as part number M845HS. The lamp is manufactured by the General Electric Company *and the fan is manufactured by

Rotron Engineering, Inc.* Tliese devices require auxiliary components to

adapt them to the 74 VDC system of the locomotive. A large "ballast" or

voltage dropping resistor is used in the lamp and fan circuits for this

purpose. A small DC to AC inverter is also used in the fan circuit. The

circuit is shown in Drawing 1, Appendix B. Both the lamp and cooling

fans are activated by a relay which in turn is operated by a single switch

in the Lighting Control Panel. Consequently, the total electrical load

for the BRB circuit consists of the power dissipated in the lamp, ballast

resistor, fan and inverter, and the control relay. A breakdown of the

approximate operating voltage and power dissipated in each device is as

follows:

^ Identification of equipment by trade name is in the interest of precision

in reporting procedures and does not constitute indorsement by NBS or the

Department of Transportation.

7
Volts or Power

Component IR Drop (Watts )

Lamp 23 446

Ballast Resistor 51 . 970

Fan 5 Inverter 74 15

Total Power 1,431

As will be noted the lamp is operated at 446 watts or well below

its nominal rating of 500 watts. At the reduced pov;er level, life

of the lamp is computed to be approximately 400 hours.

2.1.2.2 Intensity Distributions

Horizontal and vertical intensity distributions for the BRB is

given in Figures 3 and 4, respectively. The horizontal distribution

shows the intensities of the alternating projected beams of red and white

lights. This curve spans about 9 1/2° although the same pattern is presented throughout 360° of azimuth. An analysis of the curves indicates

that the spread of the white beam is about 1.5° at the 50% intensity

point and the spread of the red beam is 1.66° at this same intensity

level. Visually, the two beams appear to be the same width due to

intensity of the white light overcoming the chroraaticity of the red at

the interface between the filters. Peak intensities for the white and

red beams are about 3,800 and 1000 candelas, respectively, when the

lamp is operating at rated voltage (25V) . With the lamp operating at \

23 volts (as planned, to extend the life of the lamp) the peak intensities

for the two beams are about 3,000 and 750 candelas, respectively.

Figure 4 gives the intensity distribution in the vertical plane of

the BRB with the lamp operating at the indicated voltages. CXirves are presented for both the red and white beams. Due to the Freznel lens the beam spread;

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is on the order of 13 at the 50% intensity point and more than 20 at the

10% intensity level.

2.1.3 Environmental Testing

The Bi -Color Radial Beacon was tested in a High Temperature Chamber.

Ambient temperature measurements in the chamber were made with a mercury

thermometer; temperature measurements inside the BRB next to the red plastic

filter were made with a thermocouple detector. Figure 5 shows the rise in

ambient temperature and rise in temperature in the BRB over a 47 minute period. As was expected, with the BRB turned on, the internal temperature led

the rise over the chamber ambient. The point of most significance is that the

internal temperature was raised to 154°F without any apparent detrimental

effects

The chamber ambient was maintained at 131-133°F for one hour. During

this period the internal temperature of the BRB remained between 145-147'^F.

It is not expected that temperatures as high as these will be encountered

during the Pilot Study (Phase III).

To check on the performance of the cooling fan at reduced ambient temperatures, the BRB was tested in a Low Temperature Chamber. The ambient temperature was stabilized at -38°F for approximately one hour. Fan functioning

appeared to be normal during this period.

Vibration tests were conducted on the basis of vibration parameters

obtained from the Vibration Engineer of the manufacturer of GP40 (EMD-GM,

La Grange, 111.)*. It was reported that vibration amplitudes obtained with

See footnote on page 7.

11
ii

I

12
diesels running and the locomotive standing still are not exceeded when the

train is moving. With the engine throttle speed set at 900 rpm (full speed)

the dominant frequency is measured at 15 cps and the second dominant frequency

at 60 cps. The displacements that occur are between .005-. 010". Forces on

the order of .2 g's are usually found.

The BRB was lashed to the Vibration Table in three different positions

in order to test the device in the lateral, horizontal and vertical planes.

The first and second dominant frequencies were used (15 cps and 60 cps) as

well as an additional harmonic (75 cps) . With the BRB turned on, each of

the three positions and at each of the three frequencies were tested for 20

minutes each. In each condition the appropriate displacement was used to

produce a . 2g force . No adverse affects to the BRB were noted during or

after this test.

2.2 Roof Flashtubes

2.2.1 Physical Description

The roof flashtubes are located on the hip portions of the cab roof- -one

unit on each side (see Figure 1). They are about 7-2/3" high and 4" in diameter. The units are positioned so as not be seen directly by anyone in the

cab. Each unit contains two flashtubes, one atop the other. The lower flashtube is surrounded by a clear filter and the upper one by a red filter. The

former (white) is for daytime use and the latter (red) is for nighttime use.

The selection of either color to be used as well as the OFF condition is made

through one switch on the Lighting Control Panel in the cab. The actual activation of the selected pair of colors occurs through a micro- switch which works

in conjunction with the Bell Switch. The Bell Switch is activated primarily on

approaches to grade- crossings. Figure 6 shows 2 roof flashtube units and their

mounts

13
14
2.2.2 Performance Characteristics of the Roof Flashtubes

2.2.2.1 Electrical Parameters

Tlie tvvo roof flashtubes assemblies are powered through an auxilliary

inverter type power supply operating from the 74 VDC electrical bus of the

locomotive. Tlie system is manufactured by the Grimes Mfg. Company,

Urbana, Ohio, and bears their part numbers 85-0250-1 and 85-0245-1 for the

flashtube assembly and power supply, respectively. Tne circuit provides

one flashing sequence for the white or "daylight" flashtubes and a

different sequence for the red or "nighttime" flashtubes. Both sequences

give an effective flash rate of 60 flashes per minute (FPM) when both lights

are in view. The sequences differ in that the two red units flash simultaeously, whereas, the two white units alternate at 30 FPM each. To increase

the intensity for daylight use, twice as much power per flash is expended in

the clear (white) units . This time sharing arrangement of the inverter

reduces the cost of the equipment. Average input current to the inverter is 1.

amperes at 74 VDC or a total of 111 watts. Power delivered to each red

flashtube is approximately 30 Joules and power delivered to each clear

flashtubes is about 60 Joules

.

2.2.2.2 Effective Intensity

The effective intensity distribution for the flashtube assemblies are

given in Figures 7 and 8 . Only vertical distributions are presented since

both units give complete 360° coverage in the horizontal plane. The

distribution for the unit with the clear filter is given in Figure 7.

Similarly, the distribution for the unit with the red filter is given

in Figure 8, Beam spread to the 50% intensity level is about 28° and

*See footnote on page 7.

15
Figure 7. Effective Intensity Distribution in the

Vertical Plane for the Clear Filter

Portion of Roof Flashtube Assembly

V Degrees

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37° for the clear unit and red unit, respectively. Peak intensity o£ the

clear unit is about 3,300 candelas and the peak intensity for the red

unit is about 150 candelas.

2.2.3 Environmental Testing

The roof flashtube units were not subjected to any environmental tests

during Phase II since these lights are off-the-shelf items and have

been used on aircraft for years. It was noted, however, that moisture

could get into the unit. This would be a problem only if enough moisture

accumulated to short-circuit the electrical components in the base. The

manufacturer of the lights was notified of this possibility and a

representative was sent to modify the units purchased for this effort.

The modifications entailed improving the seals between the housing

components and providing a small drain hole in the base of each unit.

2,3 Side and Rear Panel Lights

2,3,1 Physical Description

The Panel Lights of VAS are 24 inches square and 3" thick. Light from

two U-shaped fluorescent lamps is transmitted through a white, diffusing

filter in each panel. The size of the area through which the light comes is

22" X 22" due to the 1" wide filter retaining bezel bolted to the light box.

Each panel contains its own ballast -inverter.

Five panel installations are planned for each locomotive. One panel is

to be mounted on the right rear body housing. This rear panel is for use

primarily in yard switching operations to provide supplemental conspicuity

to the usual rear headlights used in backing maneuvers. A switch in the

Lighting Control Panel is provided for turning the Rear Panel Light on and

off.

18
On each, side of the locomotive, about half-way back (see Figure 1)

a pair of panels are to be mounted on the cat-walk handrail. Each pair

will be bolted, side by side, to their own brackets which in turn are

bolted to the railing supports. In this manner when the railings are

removed to permit easy access to the locomotive's power mechanisms, the

side Panel Lights will also be removed with no more extra trouble than disconnecting the power lines at a near-by junction box.

Within one panel of each pair of Side Panel Lights is a flashtube unit

for added conspicuity. The flourescent lamps in the four Side Panels are

turned on and off from a switch in the Lighting Control Panel. A separate

switch in the panel controls the operation of the two side flashtubes independently of the fluorescent lamps.

Figure 9 shows a pair of Side Panel Lights. The disassembled unit shows

the arrangement of the fluorescent lamps as well as the location of the

flashtube

2.3.2 Performance Characteristics of the Panel Lights

2.3.2.1 Electrical-.

The two fluorescent lamps within each panel operate from a special

inverter-type ballast also installed within the panel. Tlie lamps are "U"

shaped, rated at 40 watts each and are manufactured by the Westinghouse

Corporation. They bear the manufacturers part number FB40Q^/6.

The inverter ballast is manufactured by TRANS-LITE, INC. ,* Milford,

Connecticut and bears their part number A. S. 2357-1. One such inverter is

required per panel. The unit is designed to operate from the 74vdc

electrical systemi of the locomotive at an input current of approximately

* See footnote on page 7.

19

1.3 amperes. The current delivered to the lamps is on the order of 0.5

amperes at a frequency of about 20,000 Hz.

The flashtube within the panel as well as its power supply is manufactured by the Grimes Mfg., Co., Urbana, Ohio.

Tlie flashtube assembly bears the manufacturer's part number 85-0246-1

and the power supply bears the part number 85-0247-1. The power supply

operates from the 74 vdc system of the locomotive and is designed to flash

the two lamps (one of the panels on each side of the locomotive) alternately

at a flash rate of 30 flashes per minute each. Average input current to the

power supply is 1.5 amperes while the power delivered to the lamps is 25

Joules per flash.

2.3.2.2 Intensity Distribution

Representative curves of the intensity distribution for the side panels

are presented in Figures 10 and 11. Figure 10 gives the distribution with

only the two fluorescent lamps operating while Figure 11 gives the effective

intensity distribution for the panel with only the flashtube operating.

As related earlier, the flashes from the flashtube are superimposed onto the

steady background illaminating from the fluorescent lamps. The distributions

are for a single panel and two such panels are used (only one with a flashtube) on each side of the locomotive. The curves show only 1/2 of the total

distribution, 0° - 90°, since both sides of the distribution are symetrical.

As indicated then, with two such panels on each side of the locomotive,

peak steady-state intensity from the panels is on the order of 1900 candelas.

Tlie flashtube in one of the panels then provides an additional peak effective

intensity of about 900 candelor.

* See footnote on page 7.

21
22
23
2.3.3 Environmental Testing

Since the internal capacity of the available High Temperature Chamber

was not large enough to accommodate a complete panel, only the electrical

components were subjected to high tenperature testing. Two U-shaped

fluorescent lanps were mounted on a board and together with an inverterballast were placed in the chamber. The inverter -ballast was operated at

74 vdc input. A thermocouple detector was placed through a hollow rivet

hole at the approximate mid -point of the ballast. (A previous check showed

tlie middle area of the ballast to be hotter than the ends) . The ambient

temperature in the chamber was raised to 131°F and maintained at this level

for approximately 2 1/2 hours. The temperature of the ballast stabilized at

158°F and the base of the lamps at 140 °F. No adverse effects were noted

at this ambient temperature.

Fluorescent lamps of this type have a maximum luminous output at an

ambient temperature surrounding the lamp itself of about 75 - 90°F. Since

there is about a 28°F difference between the inside and outside tenperatures

when the panel lamps are on, the maximum light output occurs with an outside

temperature of about 60 "F. It is characteristic of this particular type of

fluorescent lamp for the light output to decrease as ambient temperatures go

above or below the temperature range of maximum luminous flux. Figure 12

shows the change in relative intensities as ambient temperature changes.

If panel lights such as these are to be used in low temperatures, then special

lamps designed for this purpose can be used or heaters can be installed to

raise the internal temperature of the panel.

24
25
2.4 Lighting Control Panel

The Lighting Control Panel is a module 7" long, 2" deep and 2 1/2" high.

It has a beveled face bearing the legends which identify each of five

switches. The identification and use of each switch were discussed in the

preceding sections. A list of the switches are as follows:

The Lighting Control Panel is located on top of the Engineers Control

Console within easy reach. A connector in the back of the unit accepts a

wiring harness from the control console for connecting the switches into the

system. Figure 13 shows a picture of the Lighting Control Panel.

In normal operational usage, the switches are to be turned on at the

beginning of a run and turned off at the end of a run. If for any reason

any of the lights need to be turned off, such as annoying flashtube reflections from ground fog, for example, the engineer can quickly de-select the

appropriate devices and reinstate them when conditions are more favorable.

3.0 Some Comments on the Installation of VAS on a GP40 Locomotive

As was mentioned before, Figure 1 shows the general locations of the

various devices as applied to a GP40 locomotive. The precise location for

each is not rigidly inviolate. Some shifts fore and aft or up and down can

be tolerated as long as the new location maintains a minimum, or preferably,

no annoyance to the train crew and a maximum of attention-getting quality

with respect to observers not on the train. This flexibility should be

Switch Positions

Rear Panel

Side Panel Flashers

Side Panel

Roof Flashtubes

Roof Beacon

ON-OFF

ON-OFF

ON-OFF

Night CR)-OFF-Day(W)

ON-OFF

26

maintained, since, o£ the several GP40's inspected early in the study, it

was noted that no two were exactly alike. Tliis was especially true at the

engineer's station in the cab. Although, for example, a location for mounting the Lighting Control Panel could be found on each of the GP40's inspected,

the exact position on each was different.

The instructions for the installation of the components making up the

Visual Alerting System are given in Appendix B. Included with the instructions are the schematic wiring diagrajn, conduit diagram as well as the

details for the various junction boxes and wiring harnesses. These instructions, as an adjunct to a detailed briefing, were sufficient to permit the

installation of the VAS on the locomotive at Crane, Indiana mentioned in the

Introduction. In addition, knowledgeable personnel at NBS are available for

consultation should unexpected installation and/or operational problems arise.

28
APPENDIX A

Detailed Drawings for the

Visual Alerting System

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APPENDn B

Instructions for Installation of

Visual Alerting Devices on a GP40 Locomotive

INSTRUCTIONS FOR INSTALLATION OF VISUAL ALERTING

DEVICES ON A GP40 LOCOMOTIVE

i. 0 General Description

1. The visual alerting lighting fixtures for one locomotive

consist of:

- Five fluorescent panels (two of which have integral

flashtubes)

- Two dual (red and white) roof flashtube units

- One Bi-color Radial Beacon (BRB)

Figure 1 shows the general locations of these lighting

fixtures on a GP40.

(a) One plain fluorescent panel (without flashtube) will

be mounted on the rear of the locomotive. Two panels,

one of which contains a flashtube, will be mounted on each

side of the power unit.

(b) The BRB will be mounted on top of the front numbers

compartment between the horns.

(c) The roof flashers will be mounted on either side

of the cab roof toward the front of the cab. Mounts

have been constructed which are to be welded to the

slanted portion of the roof to receive the flashtubes.

2. A lighting control panel will be mounted on top of the engineers

control chassis. This panel contains five toggle switches. A

bell operated- switch will be mounted by means of a bracket within

the engineer's control chassis so as to be actuated by the bell

B-1
plunger. These six switches control all the lights in the

system (except the headlights).

3. The BRB contains a 24 VDC bulb which operates on approximately

twenty amperes. This makes it necessary to provide a ballast

resistor to drop the excess voltage supplied by the power system.

The ballast resistors and the relay to actuate the BRB will be

mounted in the engine compartment near the existing resistors

for the headlights. .

4. There are two inverters for the operation of the flashtube

lights. These will be mounted on the forward wall of the

compartment in front of the cab. r"

5. All electrical leads will be routed through either rigid

conduit or flexible conduit. Terminations will be made in

j unction boxes

2.0 Hardware Installation

The following is the procedure for installing the system:

1. Cut a 4 inch diameter hole in the top center of the front numbers

box between the horns. Weld the BRB mount to the top of the

box in the location shown in the attached drawing (Figure 2). Be

sure that the mount is centered on the 4 inch hole before welding.

2. Weld the two flashtube mounts to the slanted portion of the cab

roof. (The precise location for these mounts has yet to be

determined)

B-2
3. Weld tubular brackets to handrail stanchions to support the

stringers on which the side panels are to be mounted. On either

side of the locomotive both side panels should be attached to

the same removable section of handrail.

4. Weld the brackets for the fluorescent rear panel to the rear

wall of the train above the numbers and to the right of the

headlights. Drill a 3/8" diameter hole in the train wall

adjacent to the panel for entrance of the power leads.

5. Mount the Lighting Control Panel on the top right of the

engineer's control chassis. A hole will need to be drilled

in the back of the control chassis to accommodate the wires

from this control panel. Feed the wires from the control

panel into the control chassis.

6. Bolt the mounting bracket for tlie bell operated switch to the

support brace adjacent to the bell plunger inside the control

cliassis. Provision has been made in this bracket for adjusting

the position of the switch. See Figure 3.

7. Mount the two inverters for the roof and side panel flashtubes

to the front wall of the forward compartment.

8. Mount the ballast resistors and the relay for the BRB to the

forward wall of the engine compartment.

9. Install one 15 amp and one 30 amp circuit breaker in Circuit

Breaker Cabinet. (After installation of all wiring, connect

circuit breakers to power source.)

10. Mount Terminal Strip 11 (TSll) in engineer's control chassis.

B-3
3. 0 Conduit and Wiring

Drawing 1 shows the schematic wiring diagram for the visual alerting

system and Drawing 2 shows the conduit diagram. Reference to these

documents will assist in understanding the following detailed

instructions:

1. Install flexible conduit containing Wiring Harness 1 OVHl)

,

Figure 4. WHl runs from the circuit breakers (CB) to

Junction Box 1 (JBl) located under the floor directly below the

. , , CB cabinet. WHla runs from JBl and terminates in JBla connecting

'

, . to the ballast resistors (through the relay contact) and relay

'

.. coil, WHlb runs under the floor and connects JBl with positions

0 and 5 on the Terminal Strip 11 (TSll) in the engineer's

control chassis. IVHlc runs under the floor to the front wall

:. of the cab and goes up into the numbers box along side of existing

wires for the headlights where it terminates in JBlb. Run leads

(#10AWG) without conduit from JBlb through the hole provided in

the numbers box roof for the BRB. Run leads (#16 AWG) from

JBlb to the Fan Inverter mounted on the side of JBlb. Attach wires

from the fan to Fan Inverter output

.

2. Install flexible conduit containing 1VH2 which runs from TSll,

positions 2, 3, 4 and 6 to JB2 (Figure 5). JB2 is located

. . beneath the control chassis. In accordance with Figure 5, run

wire pair B and triplets A, C, and D through flexible conduit

from JB2 to JB2a adjacent to Power Supplies 1 and 2 located

B-4
on the forward wall of the front compartment. Route wire

triplets C and D and pair E from JB2 through rigid conduit to

JB2b. The conduit should run from JB2 under the cab floor,

exiting at a point below the walkway on the right side of the

locomotive. From this point extend the conduit below the

walkway to JB2b which is positioned on the underside of the

walkway below the right side panels. Route wire pair E

and triplet C from JB2b without conduit (but plastic jacketed

as one cable) to the right side panels. Run separate wire pair

E (plastic jacketed) to right side panels. Route wire pair E

and triplet D through rigid conduit to JB2c. JB2c is mounted

on the underside of the left walkway below^ the left side panels.

Route wire pair E and triplet D from JB2c without conduit (but

plastic jacketed as one cable) to the left side panels. Run

separate wire pair E (plastic jacketed) to left side panels.

3. Connect wire triplet A (see Figure 6) from JB2a to Power

Supply 1 (PSl) using plastic jacketed leads and connect

wire pentads K and P (groups of 5) from PSl to JB2a. Similarly,

connect wire pair B from JB2a to PS2 using plastic jacketed

leads and connect wire triplets C and D from PS2 to JB2a.

4. Install flexible conduit containing WH3 which runs from JB2a

through the roof of the numbers box to JB3 which is located on

roof (see Figure 7). 1\'H3 consists of wire, rentads K ?pA P.

B-5
Route wire pentad K through rigid conduit to JB3a which

is attached to the left roof flashtube mount. Similarly,

route wire pentad P through rigid conduit to JB3b which is

: attached to the right roof flashtube mount. Attach the

pigtail cabling assembly from each flashtube unit to

.V the respective junction boxes.

5. Terminal Board 23 (TB23) and TB52 are presently installed in

. the GP40 (refer to GP40 locomotive wiring diagram). TB23 is

located about half way down the right side of the locomotive

within the engine compartment. TB23 has spare leads which

connect to TBS 2 located inside the engineer's control chassis.

Run 2 wires from TSll, position 1, to TB52 and connect to

spare wires running to TB23. Install 1VH4 (Figure 8) through

flexible cable from TB23 along the floor of the engine

compartment to a point on the rear wall adjacent to the

hole drilled for the power lead to the rear panel. Install

JB4 for terminating the leads. Run cable from rear panel,

through hole to JB4.

6. Attach leads from Lighting Control Panel switches to

appropriate positions on TSll as shown in Drawing 1.

B-6
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FORM NSS-1 14A ' 1.71) U.S. DEPT. OF COMM. 1 1. PUELIC.A riO.N' OK l;i-;PORT NO. 2. Gov t Accession

BIBLIOGRAPHIC D TA

SH£ET 1 iTObj-ii 73-253

3. Recipient's Accession '.\o.

4. TITLE AND SUBTITLE

Description and Performance Characteristics of Engineering

Models of Visual Alerting Devices

5. Publication Date July 1973

6. Performing Organization Code

7. AUTHOR(S)

J.R. Lepkowski and VJ.F. Mullis

8. Performing Organization

NBSIR 75-253

9. PERFORMING ORGANIZATION NAME AND ADDRESS

NATIONAL BUREAU OF STANDARDS

DEPARTMENT OF COMMERCE

WASHINGTON, D.C. 20234

10. Project/Task/ Work Unit No. 4314477

11. Contract/Grant No. FRA-AR 20033

12. Sponsoring Organization Name and Address

Federdl Railroad Administration

U.S. Department of Transportation

Washington, D.C.

13. Type of Report & Period Covered Final Interagency, 7/1/72-6/30/73

14. Sponsoring Agency Code

15. SUPPLEMENTARY NOTES

16. ABSTRACT ( -^ 200-word or less factual summary of most significant information. If document includes a significant

bibliography or literature survey, mention it here.) Physical descriptions and performance characteristics of a Visual Alerting System for

railroad locomotives are given. The system consists of:

j 1. Bi-color Radial Beacon: This device projects alternating red and white rays of j light from the cab roof .

i

2. Side Panels: Two 2x2 foot lighted panels are mounted on each side of the loco- | motive. Within one of each pair of panels is a flashtube for increased conspicuity.

3. Roof Flashers: A dual red-white flashtube unit is mounted on either side of the

cab roof. White for daytime and red for nighttime use.

4. Rear Panel: A 2 x 2 foot lighted panel mounced on the rear of the locomotive.

It is primarily intended for yard switching operations.

Beacon; flashtube; panel light; visual alerting device

13. AVAILABILITY- STATEMENT

UNLIMITED.

Cxj FOR OFFICIAL DISTRIBUTION. DO NOT RELEASE

TO NTIS.

19. SECURITY CLASS

(THIS REPORT)

UNCLASSIFIED

21. NO. O;- PAGES

72

20. SFCURITY' ^.LAS-

^THIS PAGE)

UNCLASSIFIED

22. Pncc

USCOMM-CC 66244.P7r
1

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