Secondary Impact Protection for Locomotive Engineers – Improved Airbag Design

Under the locomotive cab occupant protection research program sponsored by the Federal Railroad Administration (FRA), Sharma & Associates, Inc. (SA) developed a Secondary Impact Protection System (SIPS) for locomotive engineers. The system uses a large, automotive-style, passenger airbag in combination with a deformable knee bolster to provide the level of protection needed for the locomotive engineer, without compromising the normal operating environment and egress. A prior version of the system [1] was prototyped and tested in a dynamic sled test with a 23g crash pulse and was shown to meet most limiting human injury criteria defined in the Department of Transportation (DOT)’s Federal Motor Vehicle Safety Standards (FMVSS 208) [2] for the head, chest, neck, and femur. The system also showed marginal performance for the chest injury index and indicated potential for an improved airbag design to fully meet all requirements. In the current study, simulations with an optimized airbag and higher capacity inflator system showed that SIPS can provide excellent occupant protection for an unbelted locomotive occupant in a frontal crash. Sled testing of SIPS confirmed the performance, and the system successfully met all eleven (11) criteria of the FMVSS 208 standard [2]. The shape and position of the airbag module and its attachments to the desk were generally the same as those presented in previous research. The key changes that helped meet all criteria were the higher capacity inflators, knee bolster system brackets moved forward, thicker knee plate, higher volume airbag and additional vents.

Multimodal Displays to Reduce Distraction In Locomotive Engineers

Multi-modal displays that allow the locomotive engineer to delay safety-critical dispatches in high workload scenarios offer the promise of reducing the cognitive distraction that occurs when the locomotive engineer must listen to a dispatcher’s communication. In an effort to determine whether locomotive engineers could delay safety-critical information from the dispatcher in high workload scenarios, we developed and evaluated such a multi-modal display system. It was hypothesized that locomotive engineers, when provided with the ability to postpone the delivery of information from the dispatcher, would perform better than locomotive engineers who were not provided that capability. Contrary to the above hypothesis, an analysis of the eye tracking measures indicated that the engineers performed more poorly in the multi-modal display system condition, indicating that the system as designed did not allow the engineer to safely delay dispatch messages. We conclude that aspects of the new system that seemed to increase distraction should be redesigned to modify how and when the engineer uses the system to access information and allow for a safe delay of safety-critical information.

Exogenous lipoid pneumonia mimicking multifocal subpleural tumors

Introduction. Exogenous lipoid pneumonia (ELP) is caused by inhalation or aspiration of different oily substances of animal, vegetable, or mineral origin. It can be in acute or chronic form. Herein, we report a case of ELP in its chronic form, confirmed in surgical lung biopsy. Case outline. A 47-year-old male locomotive engineer, former smoker, without clinical symptoms, with a history of pneumonia two years previously, was referred to our institution. The operating diagnosis of multifocal subpleural tumors was made based on the chest computed tomography. A surgical lung biopsy confirmed a diagnosis of ELP. Conclusion. Diagnosis of ELP is frequently made after surgical biopsy performed for suspected neoplasm, because of neglecting profesional exposure to mineral oils.

Development of a Secondary Impact Protection System (SIPS) for Locomotive Crew

In this study, a Secondary Impact Protection System (SIPS) consisting of an airbag and a deformable knee bolster for use on a modern freight locomotive was developed and tested. During rail vehicle collisions, a modern locomotive designed to current crashworthiness requirements should provide sufficient survival space to the engineer in cab. However, without additional protection against secondary impacts, a locomotive engineer could be subjected to head, neck, and femur injuries that exceed the limits specified in the Federal Motor Vehicle Safety Standards (FMVSS 208). The SIPS study aimed to design a system that would control these injuries within the limiting criteria. Simulation results for the design concept showed that it would meet the FMVSS 208 criteria for the head, neck, chest, and femur, injuries and continuing to meet all existing functional requirements of the locomotive cab. A sled testing of the prototype showed that to optimize the SIPS, further airbag design modifications, characterization and testing are required.

Litigation Focused on Ergonomic Issues - A Case Study

The railroad industry in the U.S. is regulated by the Federal Railroad Administration (FRA), who keeps records of injuries and illnesses in the industry. Over 40% of FRA reportable injuries are due to strains and sprains, and have been for decades. Railroad workers are not covered by workers compensation, so they must resort to the Federal Employee Liabilities Act (FELA) for compensation for injuries or illnesses when claims are disputed. The example case here involved a railroad employee who worked as a conductor and locomotive engineer for 19 years, during which time he developed cervical and lumbar spine disorders. This case study reviews the opposing opinions of ergonomists engaged on each side of the dispute, and the respective methodologies employed to support those opinions.

Automated-Horn Warning System for Highway-Railroad Grade Crossings: Evaluation at Three Crossings in Ames, Iowa

Traditionally, locomotive engineers begin sounding the train horn approximately one-quarter mile from the crossing to warn motorists and pedestrians approaching the intersection. To be heard over this distance, the train horn must be very loud. This combination of loud horns and the length along the tracks that the horn is sounded creates a large area adversely impacted by the horn noise. In urban areas, this area likely includes many nearby residents. The automated-horn system provides a similar audible warning to motorists and pedestrians by using two stationary horns mounted at the crossing. Each horn directs its sound toward the approaching roadway. The horn system is activated using the same track–signal circuitry as the gate arms and bells located at the crossing. Once the horn is activated, a strobe light begins flashing to inform the locomotive engineer that the horn is working. Horn volume data collected near the crossings clearly demonstrate the significant reduction of land area negatively impacted by using the automated horns. Residents overwhelmingly accepted the automated-horn systems and noted a significant improvement in their quality of life. Motorists preferred the automated-horn systems, and locomotive engineers rated these crossings slightly safer compared with the same crossings in the before (train horn) condition.