I am confused on the rules of ditch lights. Here in Indiana all the CSX freight trains I have observed have their ditch lights flashing as the approach a crossing, roughly at the same time they activate the crossing lights…
While in Kansas recently, I noticed BNSF trains didn’t not seem to have flashing ditch lights… I will admit that I am usually staring through a veiwfinder of my camera, but I don’t remember seeing flashing lights, and in all my pics they are solidly lit,…
IIRC, flashing is optional. CSX seems to prefer it. I think it goes from solid to flash with the locomotive bell.
And here in Muncie, NS engines ditch lights flash when the bell / horns are engaged too.
Localindy76…Welcome to posting on the forum.
I can speak from visual experience that the ditch lights on CSX units will go to flashing whenever the horn is sounded, doesn’t seem to go into flash whenever the bell sounds, but I do know that they will when the horn is sounded.
Flashing ditch lights are a locomotive purchaser’s option.
All the FRA rule says is that the leading end of the locomotive has to have 2 operating ditch lights and an operating headlight, and that the head light must be on bright and the ditch lights illuminated when going over a public crossing.
Note the rule says leading end, not front or rear, so the easiest option is to have ditch lights on both ends.
The rule makes no mention of the lights having to flash, although if they do flash, both lights have to flash…
The rule also states the headlight and ditch lights must form a easily seen triangle shape visible to drivers and pedestrians at grade crossings.
Most of the newer locomotives with the “Nintendo” controls have a button for the horn and one for the bell, on some models pressing either one will automatically start the ditch lights flashing, if that option was ordered buy the purchaser.
GE sells this option a lot, on EMDs it is not quite as common, but again, it is a carriers choice, not a rule.
Ed’s summary is correct and concise. [tup]
The full rule is Sec. 229.125 Headlights and auxiliary lights. of TITLE 49–TRANSPORTATION, CHAPTER II–FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF TRANSPORTATION, PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS, Subpart C_Safety Requirements, which can be found at: http://edocket.access.gpo.gov/cfr_2009/octqtr/49cfr229.125.htm
Some excerpts [emphasis added - PDN]:
‘‘d) Effective December 31, 1997, each lead locomotive operated at a speed greater than 20 miles per hour over one or more public highway-rail crossings shall be equipped with operative auxiliary lights, in addition to the headlight required by paragraph (a) or (b) of this section. . . .’’
‘’(e) Auxiliary lights required by paragraph (d) of this section may be arranged
(1) To burn steadily or
(2) Flash on approach to a crossing.
If the auxiliary lights are arranged to flash;
(i) They shall flash alternately at a rate of at least 40 flashes per minute and at most 180 flashes per minute,
(ii) The railroad’s operating rules shall set a standard procedure for use of flashing lights at public highway-rail grade crossings, and
(iii) The flashing feat
In short, ditch lights are mandatory on all over the road locomotives. They are to be on when moving forward and in flashing mode when approaching railroad crossings or for any other need for giving warning. This is progressive…first there were headlights for night, then for day and night, then the ditch lights in addition to headlights.
Henry reread what paul posted and you will see you are mistaken,
Paul what is the rule if 1 light burns out also what if the ditch lights become inoperatable?
Reality here in Muncie as certain railroad engines pass thru: All CSX and all NS units have blinking ditch lights in operation as they pass thru highway & street crossings.
BNSF and UP engines, when leading a consist thru here of course have lighted ditch lights, but not blinking.
I too thought that the ‘ditch lights’ were required to start flashing whenever the horn was being blown for a road crossing - I was a little surprised to see that was optional, which is why I copied and posted that portion of the regulation itself.
As to the second part, I have 3 responses for you, wabash1, as follows:
‘‘Objection, Your Honor - that question goes beyond the scope of the original question.’’
But OK anyway, because they’re interesting questions, too. Per subsection (g), as follows:
I didn’t think it was optional but required based on my interaction with local railroads and railroaders in that they told me it was required!
That’s because you DON’T leave an initial terminal with a broken ditchlight (unless ordered to). If they both fail? It gets fixed at the next place where it is able to - while doing no more than 20mph over all public grade crossings.
Zug -
The way I read it, you could legally leave an initial terminal with a broken ditchlight on a trailing unit - but not on a leading unit, that we agree on.
I think you’re right about the 20 MPH part, too - subsection (d) says ‘‘shall be equipped with operative auxiliary lights’’ [emphasis added] - as long as this isn’t applying to some piece of railroad that’s innocent of any public highway crossings. It doesn’t say ‘‘unless moving in accordance with subsection (g)’’, either, so we can’t make the argument that (g) would permit a full-speed movement of a loco that has ditch lights that are just temporarily broken. In fact, I’ll go a wee bit further and say that if even 1 ditch light is brokem, you’re limited to 20 MPH - note the ‘s’ on ‘‘lights’’ of the quotation above.
Gotta r
One additional reason one very, very rarely sees at Wide Cab locomotive running long hood forward is that virtually no such locomotive have ditch lights mounted on the long hood end. A fact that locomotive managers that assign single Wide Cab engines to turn-around runs to locations that don’t have engine turning facilities don’t quite comprehend.
NS is the major exception to that rule and has been equipping their widecabs with ditchlights on both ends (with the exceptions of the ES44ACs and all the ex-conjob stuff).
There are times that comes in handy.
Paul I was not trying anything i was playing the part of a railfan asking questions. and yes you did well. I was just looking for you to pull that little extra from you, One thing is if 1 light is out i can leave terminal because i dont have mechanical forces at my yard but once i get to St.louis i ground the unit. also if the unit becomes inoperatable and must be switched out it can go on but the report is, by radio and by computor when i get in. and it just has to be fixed with in the calender day inspection.
Again My questions was not to put anyone on the spot. was just to bring out the questions some may have thought but to shy to ask.
As zug said we have ditch lights on both ends its not fun putting your seat on the floor slump over head laid down look like your sleeping trying to look out under that wing . pain in the back end. but sometimes we haft to do it.
wabash1 - Oh, I know - it was intriguing, otherwise I wouldn’t have bothered. And there’s usually a purpose behind your questions, however devilish [}:)] it might be . . . [;)]
Maybe someday I can get a photo of you in that contorted position - as with many things, I hadn’t thought about that before, but I can see what you mean - probabaly worse than fog to see ahead, and you can’t wave to the kids, either, eh ?
Just to add to the mix…
If a ditch light fails in route, as the rule states, the locomotive can proceed to the next point it can be repaired…it does not say next terminal, only the next point, which, depending on how picky your FRA field office is, may be the next siding that can hold the train and is accessible to a mobile repair vehicle .
The FRA has a thing about safety devices, as they should.
If your locomotive, or railcar for that matter has a safety device installed, the device must work as designed.
That’s what the 92 days FRA inspection is for…the list is quite long on FRA defects that can bad order a locomotive, every thing from a torn windshield wiper blade to a light bulb burned out in a pilot step.
Again, as for the ditch lights, if they were originally designed to flash on that model locomotive, then they must flash, no exception other than failure in route.
One of the reasons gryalights and oscillating head lamps went away was because the FRA insisted that they perform as designed…many railroads had found keeping the mechanics of the lights working expensive in term of down time and repair cost, so they solved the problem by setting the oscillating in a fixed position as an additional headlight.
The FRA insisted they gyrate or oscillate as designed, so railroads simply removed them and plated over the hole.
Thanks for all the responses. Very helpful!
Ed my favorite one to use to bad order a engine is the toilet. if i bad order a toilet it takes the machanical departmant to release the unit fixed. it can be used for power but only a “B” unit. and if they have other bad units in tow this gets them scrambling, and its useless to beg us or threaten us to change our mind once done it cant be overturned. i dont want toturn this into what can bad order a engine thread so i will be quiet now