4. APTA SS-PS-004-99, Rev. 1 Standard for Low-Location Exit Path ...

APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
4. APTA SS-PS-004-99, Rev. 1
Standard for Low-Location Exit Path
Marking
Originally Approved May 21, 1999
Revised October 30, 2002
APTA PRESS Task Force
Originally Authorized October 9, 1999
Revision 1 Authorized January 11, 2003
APTA Commuter Rail Executive Committee
Abstract: This standard contains minimum requirements for an emergency low-location
exit path marking system (LLEPM) for new, remanufactured, and existing rail passenger
cars using passive (non-electrically illuminated) and/or active (electrically illuminated)
means of marking the exit path(s) to safety.
Keywords: emergency exit, exit path, low-location exit path marking system (LLEPM)
Copyright © 2002 by
The American Public Transportation Association
1666 K Street, N. W.
Washington, DC, 20006, USA
No part of this publication may be reproduced in any form, in an electronic retrieval
system or otherwise, without the prior written permission of
The American Public Transportation Association.
4.0
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Introduction
4.1
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
(This introduction is not a part of APTA SS-PS-004-99, Rev. 1, Standard for Low-
Location Exit Path Marking.)
Review of past passenger rail accidents involving passenger and train crew emergency
evacuation has indicated that both passengers and emergency responders lacked
sufficient information necessary for expedient emergency egress and access due to the
absence of clear markings and instructions. The lack of adequate signage in conjunction
with lighting system failures and/or low levels of illumination during these accidents
were cited as a cause for confusion and as a contributing factor to the injuries and
casualties that resulted.
The National Transportation Safety Board (NTSB) made the following recommendation
to the Federal Railroad Administration (FRA) in National Transportation Safety Board
Recommendation to Federal Railroad Administration, FRA R-97-17 after investigation of
a recent passenger train accident:
“Issue interim standards for the use of luminescent material, retroreflective
material, or both to mark all interior and exterior emergency exits in all passenger
cars as soon as possible and incorporate the interim standards into minimum car
standards.”
FRA issued a final rule revising existing glazing standards contained in 49 CFR, Part 223
and established minimum standards for emergency preparedness (see 49 CFR, Part 239).
The FRA regulations require that minimum levels of emergency lighting be provided near
doors and along the aisles be for new cars. In addition, for both new and existing cars, the
interior location of each passenger car door used for emergency egress must be marked
and be conspicuously visible by the use of lighting and/or luminescent marking. Each
door control release mechanism must be marked on the interior and exterior with clearly
visible and legible instructions. The interior location of emergency exit windows must
also be clearly visible by the use of luminescent material and instructions for their use
must be also be provided. If exterior window access points are provided to emergency
responders, clear and conspicuous markings and instructions must be provided.
This standard establishes requirements for LLEPM which will provide visual guidance
for emergency rail car evacuation when smoke conditions obscure overhead emergency
lighting or when failure of the emergency lighting system has occurred
This standard, taken together with the American Public Transportation Association
(APTA) APTA SS-E-013-99, Standard for Emergency Lighting System Design for
Passenger Cars, and APTA SS PS-002-98, Rev 2, Standard for Emergency Signage for
Egress/Access of Passenger Rail Equipment 1 , provides a systems approach to locate,
reach, and operate emergency exits to ensure the safe evacuation of passengers and
crewmembers in the event of an emergency. Railroads and car builders should carefully
consider the options available to meet emergency evacuation requirements presented in
these three standards.
1 For references in Italics, see Section 2 of this Standard.
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APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
This revision of the Standard contains a reorganized section 1 (to include scope);
renumbered Reference section (now 2) and addition of 49 CFR regulations, and ASTM
and UL standards as references. One definition (marking) was added and abbreviations
and acronyms are now included in Section 3. Section 6 headings were revised, material
safety is now a separate section 7, and the remaining sections are renumbered.
In addition, the bibliography was moved to Annex A, and the information formerly
contained in Annex A was expanded upon (now included in Annex D), and two new
annexes were added to provide railroads with extensive guidance for ensuring that the
passive LLEPM material required by this standard provides the minimum brightness
specified herein.
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Participants
4.3
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
The American Public Transportation Association (APTA) greatly appreciates the
contributions of the following individual(s), who provided the primary effort in the
drafting of the Standard for Low-Location Exit Path Marking:
Doug Karan
In addition, APTA would like to thank the following members from the Volpe Center for
their extensive technical research and assistance in the preparation of this document,
specifically:
Stephanie Markos J.K. Pollard
At the time that this standard was completed, the Passenger Rail Equipment Safety
Standards (PRESS) Passenger Systems Committee included the following members:
Dave Brooks
Ralph Dolinger
Robert Gagne
Bret A. George
Doug Karan
John Kopke
Eric Kosty
Billy Lopez
Bill Lydon, Chair
Susan Madigan
Stephanie Markos
Jim Michel
Brenda Moscoso
Scott Ornstein
J. K. Pollard
Al Pucci
Jack Reidy
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Contents
4.4
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1. Overview...................................................................................................................... 4.5
1.1 Scope...................................................................................................................... 4.5
1.2 Purpose................................................................................................................... 4.5
2. References.................................................................................................................... 4.6
3. Definitions, abbreviations, and acronyms.................................................................... 4.6
3.1 Definitions ............................................................................................................. 4.6
3.2 Abbreviations and acronyms ................................................................................. 4.8
4. General system requirements....................................................................................... 4.8
5. System design requirements ........................................................................................ 4.9
5.1 Passive marking method (HPPL)........................................................................... 4.9
5.2 Active marking methods...................................................................................... 4.10
5.3 LLEPM exit door markings ................................................................................. 4.12
5.4 LLEPM exit door sign ......................................................................................... 4.12
6. Material safety ........................................................................................................... 4.12
7. System reliability ...................................................................................................... 4.12
8. Operating conditions................................................................................................. 4.12
9. Maintenance.............................................................................................................. 4.13
Annex A (informative) Bibliography ............................................................................ 4.14
Annex B (informative) Passive LLEPM luminance lab test and criteria ...................... 4.16
Annex C (informative) Test laboratories ....................................................................... 4.17
C.1 ASTM............................................................................................................. 4.17
C.2 Underwriters’ Laboratories (UL) ................................................................... 4.18
C.3 Deutche industrie norm (DIN) ....................................................................... 4.18
Annex D (informative) Passive LLEPM field test and criteria ..................................... 4.19
D.1 Technical Considerations............................................................................... 4.19
D.2 Verification of compliance options................................................................ 4.20
D.3 Alternatives to increase light output .............................................................. 4.22
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APTA SS-PS-004-99, Rev. 1
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APTA SS-PS-004-99, Rev. 1
Standard for Low-Location Exit Path Marking
1. Overview
Historically, passenger rail car accidents and incidents have occurred resulting in fire
and/or smoke-filled car/compartment conditions. In the presence of these conditions, the
difficulty of evacuating passengers and/or crewmembers may increase substantially.
Because smoke generally rises, illumination from conventional emergency lighting
fixtures, operating as intended, may be obscured. Additionally, in the event of an
accident/incident, failure of the main back-up power system may occur. In these
situations, the most viable escape path is most visible at or near the floor.
This standard requires that each rail passenger car shall have a low-location emergency
exit path marking system, visible in the area from the floor to a plane 4 feet (1.22 m)
above the aisle of the rail car. This low-location exit path marking system (LLEPM),
located in the relatively clear air near the rail car floor, shall enable passengers and
crewmembers to visually identify the path to exit the rail car in an emergency.
If an alternate means of achieving compliance with this standard are sought to be
employed, a hearing must be requested from an equivalency review committee (ERC)
and the alternative method must be documented, demonstrated and determined to be
sufficient to meet the equivalency criteria established by the ERC.
1.1 Scope
This standard shall apply to all new and remanufactured passenger and crew carrying
equipment placed in service after January 1, 2000. All existing equipment must be in
compliance with this standard by January 1, 2006. Cars in procurement as of the effective
date of this standard shall be considered existing equipment.
EXCEPTION--Equipment that fails to meet minimum emergency lighting levels
established in APTA SS-E-013-99, Standard for the General Emergency Lighting System
Design for Passenger Cars 2 , shall be in compliance by July 1, 2002.
1.2 Purpose
This standard establishes requirements for LLEPM which will provide visual guidance
for emergency rail car evacuation when smoke conditions obscure overhead emergency
lighting or when failure of the emergency lighting system has occurred.
2 For references in Italics, see Section 2.
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2. References
4.6
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
This standard shall be used in conjunction with the following publications. When the
following publications are superceded by an approved revision the revision shall apply.
APTA SS-C&S-012-02, Standard for Passenger Car Door Systems for New and Rebuilt
Passenger Cars.
APTA SS-E-013-99, Standard for Emergency Lighting System Design for Passenger
Cars.
APTA SS-I&M-005-98, Rev. 2, Passenger Compartment Periodic Inspection and
Maintenance.
APTA SS-I&M-008-98, Rev. 1, Electrical Periodic Inspection and Maintenance.
APTA SS-PS-002-98, Rev. 2, Standard for Emergency Signage for Egress/Access of
Passenger Rail Equipment.
ASTM E 2073-02, Standard Test Method for Photopic Luminance of Photoluminescent
(Phosphorescent) Markings.
49 CFR, Part 223, Glazing.
49 CFR, Part 238, Passenger Equipment Safety Standards.
49 CFR, Part 239, Passenger Equipment Train Emergency Preparedness
3. Definitions, abbreviations, and acronyms
3.1 Definitions
For the purposes of this standard, the following terms and definitions apply:
3.1.1 active illumination: Illumination, which is generated by electrical energy.
3.1.2 aisle: A path through a vehicle that is not bordered by walls, such as the path
through the center of a coach car with rows of seats on each side.
3.1.3 candela: unit of luminous intensity in both SI and English measurement systems.
One candela is one lumen per steradian (lm/sr). It is almost exactly equal to the obsolete
unit called the candle.
3.1.4 electroluminescent (EL): Luminescence resulting from the application of an
alternating electrical current to phosphor.
3.1.5 equivalency review committee (ERC): An adjudicatory committee comprised of
representatives from APTA and appropriate industry subject matter experts to evaluate
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the equivalent attainment of Passenger Rail Equipment Safety Standards (PRESS)
promulgated standards through alternative methods.
3.1.6 exit path: The path or corridor through a rail car that provides the preferred path of
evacuation from the car.
3.1.7 externally illuminated: The light source is located outside of the device, legend,
or path to be illuminated. The light source is typically fluorescent, incandescent or a
dedicated fluorescent or incandescent source.
3.1.8 high performance photoluminescent material (HPPL): A material that is
capable of emitting fluorescent and/or phosphorescent light at a high rate and for an
extended period of time after absorption of light radiation from an external source by the
process of photon excitation.
NOTE--These materials shall be charged at 5 foot-candles (fc) for 1 hour. The measured value
shall be a minimum of not less that 7.5 mcd/m 2 (milli-candela per square meter) after 1.5 hours.
(See Annexes B-D)
3.1.9 illuminance: The amount of light (luminous flux) falling on a specific area or
surface. English units are foot-candles (fc) or lumens per sq. foot (Lm/ft 2 ). International
(SI) units are lumen per sq. meter (Lm/m 2 ) or lux (lx).
3.1.10 internally illuminated: The light source is contained inside the device or legend
that is illuminated. The light source is typically incandescent, fluorescent,
electroluminescent, light-emitting diode (LED), or self-illuminating.
3.1.11 low-location: Area of the rail car defined by a volume whose horizontal plane
includes the entire area of the floor and extending upwards a distance of four (4) feet
(1.22 m).
3.1.12 luminance: The amount of light reflected from an area or surface or the amount
of light emitted from a surface, e.g., electroluminescent or light-emitting diode (LED)
material. English units are foot-lamberts (fl). International (SI) units are candela per
square meter (cd/ m 2 ) and milli-candella per square meter (mcd/m 2 ). (1 fl = 3.426 cd/m 2
or 3426 mcd/ m 2 .)
3.1.13 luminescence: The emission of light other than incandescent, as in
phosphorescence or fluorescence by processes that derive energy from essentially nonthermal
sources through excitation by radiation.
3.1.14 marking: A visible notice, sign, symbol, line or trace.
3.1.15 passageway: A path through a vehicle that is bordered by walls to allow a
passenger or crew the ability to move from one place to another.
3.1.16 Passive illumination: Illumination that is generated without the use of electrical
energy.
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3.1.17 photoluminescent (PL): Having the property of emitting light that continues for
a length of time after excitation by visible or invisible light has been removed (i.e., selfilluminating.)
3.1.18 primary exit: The normal (preferred) exit point of passengers and crewmembers
from the affected car in an emergency to an adjacent car located at either end of the
affected car.
3.2 Abbreviations and acronyms
CFR Code of Federal Regulations
DIN Deutsche Industrie Norm
EL electroluminescent
ERC equivalency review committee
FAA Federal Aviation Administration
HPPL high performance photoluminescent material
IMO International Marine Organization
LED light-emitting diode
LLEPM low-location exit path marking
PL photoluminescent
PRESS Passenger Rail Equipment Safety Standards
4. General system requirements
The LLEPM system must provide evacuation guidance for passengers and crewmembers
when normal and emergency sources of illumination are obscured or inoperative. It must
be active, or become active, immediately and automatically upon loss of normal and
emergency lighting power. Low-location markings must be visible within a volume as
defined in Section 3.1.10. The system must enable passengers to visually identify the
escape path to all primary exits in at least two directions. In cars with only one available
primary exit (e.g., when end doors are locked or secured), additional measures shall be
taken to direct passengers to an alternative door exit or provide emergency door opening
instructions for the secured primary exit.
The low-location marking system shall be composed of three elements:
– Exit path marking materials/fixtures
– Exit door marking materials
– Exit door signage marking materials/fixtures
The LLEPM system must be independent of the rail car’s normal and emergency lighting
systems and must become immediately visible when the car’s normal and emergency
electrical power ceases to operate. This system shall clearly outline the path to the rail
car’s primary exits, which shall be marked in accordance with APTA SS-PS-002-98, Rev.
2, Standard for Emergency Signage for Egress/Access of Rail Passenger Equipment.
LLEPM system requirements are as follows:
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a) Shall be visible and provide emergency evacuation guidance for passengers under
all operating conditions for a period of 1.5 hours after all normal and emergency
lighting has ceased operation;
b) Shall provide an easily distinguishable path along the floor from all aisle seating
and compartment locations in the rail car to all of the car’s primary exits;
c) Shall include exit signs at each primary exit visible from a low-location (as
defined in 3.1.10) and from a horizontal distance of 6 feet (1.93 m) from the exit
along the exit path;
d) Shall provide readily distinguishable markings along the perimeter of the door or
door frame visible from a low-location (as defined in 3.1.10) and from a
horizontal distance of 6 feet (1.93 m) from the exit along the exit path;
e) Shall provide readily distinguishable markings on or around the door’s operating
handle.
Providing the above conditions are met, the LLEPM system may consist of either passive
(HPPL) marking materials, active (electrical) marking fixtures, or a combination of these
two systems.
5. System design requirements
The LLEPM shall identify an easy-to-follow exit path from all aisle and compartment
seating positions to the primary exits through the cars center aisle, side aisle,
passageway, and stairs. The LLEPM system shall consist of either passive (HPPL)
marking materials, active (electrical) marking fixtures, or a combination of these two
systems.
5.1 Passive marking method (HPPL)
When using HPPL marking materials as exit path marking material in rail cars, an
ambient light source must be available, (either natural and/or artificial), to provide a
sufficient charge to the HPPL system prior to the loss of the main lighting power and
emergency power systems. Annexes B and D provide the lab and field tests necessary to
demonstrate that the LLEPM meets the criteria for light output of 7.5 mcd/m 2 after 1.5
hours.
HPPL marking material may be applied on the floor or upon seat pedestals/components at
a height of not more than 18 inches (45.7 cm) from the floor on both sides, (unless
applied as a continuous strip on the floor, in which case, the LLEPM material need only
be applied to one side or down the middle of the aisle/passageway). The marking material
shall be oriented to insure that it is easily visible to passengers and crewmembers
negotiating the aisle/passageway and adequately exposed to the charging light fixtures
and/or natural light source.
The width of each marking strip shall not be less than 1 inch (2.54 cm) and may be
applied either as a continuous or intermittent strip with no uncovered interval exceeding
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36 inches (91 cm) in length. The marking material must be positioned to be readily
recognized as a continuous path from any seat or compartment in the car to all of the
primary exits.
The spacing between the corner of a change in direction of the exit path and the marking
material shall not exceed 4 inches (10 cm).
EXCEPTION--The maximum spacing of the marking materials may exceed 36 inches
(91 cm) if the marking system is determined to provide equivalent visual delineation of
the exit path.
In all stairways HPPL marking material shall be applied either as a continuous strip
applied on the partitions of both sides of the stairs or as intermittent strips applied to the
treads and risers of each step.
When the HPPL marking material is applied to the stairway partitions the marking shall
be applied as a continuous strip extending from the lowest to the highest step. Each strip
shall be a minimum of 1 inch (2.54 cm) wide and be located no higher on the partition
than 18 inches (45.7 cm) above the stair nosing.
When the HPPL marking material is applied to the stairway treads and risers a 1 inch
(2.54 cm) wide strip of material shall extend across the full width of each tread and riser
near the step nosing.
5.2 Active marking methods
5.2.1 Strip marking materials
In lieu of, or in addition to, HPPL materials, incandescent electroluminescent (EL), and
LED marking material/fixtures may be employed as LLEPM material. The luminance
value of the incandescent, EL, or LED marking material/fixtures as measured at the
active areas shall be not less than 1000 mcd/m 2 . The incandescent, EL, or LED marking
system shall be independent of the car’s normal and emergency lighting systems and be
operational for a period of 1.5 hours after all normal and emergency lighting has ceased
operating. Incandescent, EL, or LED marking material/fixtures may be applied on the
floor or upon seat pedestals/components at a height that is no more than 18 inches (45.7
cm) from the floor on at least one side of the aisle/passageway. The marking material
shall be oriented to insure that it is easily visible to passengers and crewmembers
negotiating the aisle/passageway.
The marking material/fixtures may be applied either as a continuous or intermittent strip
with no uncovered interval exceeding 36 inches (91 cm) in length. The marking
material/fixtures must be positioned so as to be readily recognizable as a continuous path
from any seat or compartment in the car to all of the primary exits.
The spacing between the corner of a change in direction of the exit path and the marking
material/fixture shall not exceed 4 inches (10 cm).
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EXCEPTION--The maximum spacing of the marking materials may exceed 36 inches
(91 cm) if the marking system is determined to provide equivalent visual delineation of
the exit path.
In stairways incandescent, EL, or LED marking material shall be applied either as a
continuous strip applied on the partitions of at least one side of the stairs or as
intermittent strips applied to the treads of each step.
When the marking material is applied to the stairway partitions, the marking shall be
applied as a continuous strip extending from the lowest to the highest step. The strip shall
be located no higher on the partition than 18 inches (45.7 cm) above the plane of the stair
nosing.
When the marking material is applied to the stairway treads it shall extend across the full
width of each tread near the step nosing.
5.2.2 Other active marking methods
In lieu of, or in addition to, HPPL materials, electrically illuminated marking methods
using lighting fixtures may be employed as LLEPM material on all cars. Fixtures may be
mounted on partitions or seat pedestals. These marking systems may include
incandescent or fluorescent lighting fixtures. The lighting fixtures must be independent of
the car’s normal and emergency lighting system and be operational for a period of 1.5
hours after all normal and emergency lighting has ceased operating.
The partition or pedestal-mounted internally illuminated lighting fixtures may be applied
at a height of up to 18 inches (45.7 cm) above the floor on at least one side of the
aisle/passageway and shall be applied at intervals not to exceed 36 inches (91 cm)
between fixtures.
In stairways, partition-mounted lighting fixtures shall be installed on at least one side of
the stairway. A lighting fixture shall be installed at each step tread and be located no
more than 18 inches (45.7 cm) above the tread.
The illuminance value of the lighting fixtures shall provide an average illumination value
of at least 0.1 fc measured and averaged at intervals of 30 inches (76 cm) or less along
the center of the aisle, passageway, or stairs. The measurements shall be taken 1.5 hours
after normal lighting has ceased operating with all ambient light obscured.
The spacing between the corner of a change in direction of the exit path and the marking
material/fixture shall not exceed 4 inches (10 cm).
EXCEPTION--The maximum spacing of the marking materials may exceed 36 inches
(91 cm) if the marking system is determined to provide equivalent visual delineation of
the exit path.
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5.3 LLEPM exit door markings
4.12
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
All primary exit doors shall be clearly delineated with HPPL marking material. A
minimum of 1-inch (2.54 cm) wide strips shall be applied to both sides of the exit doors
or door frames and shall extend from the floor to a minimum height of 12 inches (30 cm)
above the floor.
Additionally each door handle, latch, or operating button shall be identified using one of
the following two methods:
1) Each door handle, latch, or operating button shall be identifiable using 1 inch
(2.54 cm) wide outline stripping around the perimeter of the opening device.
2) Each door handle, latch, or operating button shall be identifiable using an area
wide pad that is no less than 6 square inches (39 sq. cm) applied to the door or
door frame directly behind the handle or latch.
5.4 LLEPM exit door sign
All primary exit doors shall be clearly marked with an exit sign located on or
immediately adjacent to each door that is no more than 18 inches (45.7 cm) above the
floor as measured from the floor to the top of the sign. The LLEPM door exit sign may be
HPPL material, incandescent, fluorescent, EL, or LED fixtures. The text and color
requirements shall be in compliance with APTA SS-PS-002-98, Rev. 2 3 relative to exit
door markings.
6. Material safety
Materials used in the manufacture of LLEPM products shall not contain radioactive or
toxic materials.
7. System reliability
All LLEPM systems shall be designed so that the exit path shall not be rendered
indistinguishable due to the failure of any single HPPL material segment, lighting strip,
light fixture, or battery.
8. Operating conditions
All LLEPM systems shall be designed to operate without failure under the conditions
typically found in passenger rail equipment. These conditions shall include expected
mechanical vibrations and shock, electromagnetic interference, and other criteria as
identified in 49 CFR, Part 238, Passenger Equipment Safety Standards.
3 For references in Italics, see Section 2.
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9. Maintenance
4.13
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
All LLEPM systems shall be visually inspected during the daily inspection to determine
that the system is intact. If broken or missing components of the LLEPM system are
detected, that shall be noted in accordance with railroad and Federal Railroad
Administration (FRA) defect reporting procedures.
A periodic inspection shall be made of the LLEPM system in compliance with the
requirements in APTA SS-I&M-005-98, Rev. 2, Rail Passenger Car Periodic Inspection
and Maintenance, for passive marking systems and with APTA SS-I&M-008-98, Rev. 1,
Electrical Periodic Inspection and Maintenance. Record keeping shall be in accordance
with railroad and FRA defect reporting procedures.
The luminance, or illuminance, as appropriate, of all LLEPM system components shall be
tested at least once every five years, testing a representative sampling of rail passenger
cars of the same age and design to achieve a 95% confidence level. Components shall be
replaced if the tested values are less than the minimum values stated herein.
Record keeping shall be in accordance with federal and railroad defect reporting
requirements.
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Annex A (informative)
Bibliography
4.14
APTA SS-PS-004-99, Rev. 1
Edited 4-1-04
[B1] ANSI-ASQCZ 1.4, Sampling Procedures and Tables for Inspection by Attributes,
1993.
[B2] APTA SS-E-012-99, Recommended Practice for Normal Lighting System Design
for Passenger Cars.
[B3] ASTM E 2072-02, Standard Specification for Photoluminescent (Phosphorescent)
Safety Markings.
[B4] ASTM E 2030-02, Guide for Recommended Uses of Photoluminescent Safety
Markings.
[B5] Chesterfield, B.P., Rasmussen, P.G., and Dillon, R.D. Emergency Cabin Lighting
Installations: An Analysis of Ceiling- Vs Lower Cabin-Mounted Lighting During
Evacuation Trials. Federal Aviation Administration. Office of Aviation Medicine. Final
Report. No. FAA –AM-81-7.
[B6] Demaree, J. “Examination of Aircraft Interior Emergency Lighting in a Postcrash
Fire Environment.” Federal Aviation Administration, FAA Technical Center, Final
Report. No. FAA-DOT/FAA/ct-82/55.
[B7] Deutsche Industrie Norm (DIN) 67 510, Parts 1-4, German Standard:
Phosphorescent Pigments and Products, January 1992.
[B8] Federal Aviation Administration Advisory Circular 25-812-1A, Floor Proximity
Emergency Escape Path Marking, 5/22/89.
[B9] Federal Aviation Administration Advisory Circular 25-812-2, Floor Proximity
Emergency Escape Path Marking Systems Incorporating Photoluminescent Elements,
7/24/97.
[B10] Illuminating Engineering Society (IES), Lighting Handbook Reference and
Applications, Chapter 29: Emergency, Safety and Security Lighting, 9 th Edition, 2000.
[B11] International Marine Organization (IMO) Resolution A.752 (18), Nov. 4, 1993,
Guidelines for the Evaluation, Testing and Application of Low-Location Lighting of
Passenger Ships.
[B12] McLean, G.A., and C.B. Chittum. Performance Demonstration of Zinc Sulfide
and Strontium Aluminate Photoluminescent Floor Proximity Escape Path Marking
Systems. Federal Aviation Administration. Office of Aviation Medicine. Final Report.
No. DOT/FAA/AM-92/2.
[B13] National Fire Protection Association (NFPA) 101 Life Safety Code, 2000.
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[B14] Rasmussen, P.G, Chesterfield, B.P., and D.L Lowrey. Readability of Self-
Luminated Signs Obscured by Black Fuel-Fire Smoke, Federal Aviation Administration,
Office of Aviation Medicine, Final Report. No. FAA-AM-80-13.
[B15] Rasmussen, P.G., Garner, J.D., Blethrow, J.G., and D.L Lowrey. Readability of
Self-Luminated Signs in a Smoke Obscured Environment, Federal Aviation
Administration, Office of Aviation Medicine, Final Report No. FAA-AM-79-108.
[B16] UL 1994 Standard for Safety for Low Level Path marking and Lighting Systems,
Second Edition, dated January 28, 1997, including revision as of July 11, 2001.
[B17] 14 CFR, Part 25, Airworthiness Standards, Transport Category Airplanes: Subpart
D, Design and Construction, Subsection 25.812(e), Emergency Lighting.
[B18] 14 CFR, Part 121, (Special Federal Aviation Regulations) Operating
Requirements: Domestic, Flag, and Supplemental Operations, Subpart K, Instrument and
Equipment Requirements, Subsection 121.310, Additional Emergency Equipment.
[B19] 49 CFR, Part 223, Safety Glazing Standards—Locomotives, Passenger Cars and
Cabooses, Subpart B, Specific Requirements, Subsection 223.9 (d), Requirements for
New or Rebuilt Equipment–Marking.
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Annex B (informative)
Passive LLEPM luminance lab test and criteria
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The manufacturer/supplier shall provide test reports that the passive HPPL material used
for LLEPM, in the configuration to be used in the railcar, including any protective
covering or layer to be used in actual installation meets the luminance level of 7.5
mcd/m 2 , 1.5 hours after removal of normal and emergency power, when tested according
to the provisions of ASTM E 2073-00, Standard Test Method for Photopic Luminance of
Photoluminescent (Phosphorescent) Markings 4 (www.astm.org) with the following three
modifications:
f) Section 8.3—Activation: Activate the HPPL material with a fluorescent lamp of
40W or less and a color temperature of 4100K that provides 5 fc of illumination
as measured on the material surface. The activation period will be for 60 minutes.
g) Section 8.4—Luminance: Measure the photopic luminance of all specimens of the
HPPL material with a luminance meter as described in 5.2 after 1.5 hours +10 s.
h) Section 9.1.12—The test report will include a luminance measurement after 1.5
hours.
At present, the only instruments known to be satisfactory for such measurements and
commercially available are:
– DR-2000, Gamma Scientific (see www.gamma-sci.com);
– B510 photometer, LMT of Berlin (see www.lmt-berlin.de);
– ERP-105, Hagner Instruments AB (see www.hagnerphotoins.u-net.com);
– P-9710 Plus Contact Luminance Detector (under development), Gigahertz Optik
(see www.gigahertz-optik.de/en/).
NOTE--Other manufacturers may be developing appropriate instruments.
4 For references in Italics, see Section 2.
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Annex C (informative)
Test laboratories
C.1 ASTM
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The following test laboratories can perform the ASTM E 2073 test as modified in Annex
B:
Hoffman Engineering Corporation
8 Riverbend Drive
P.O. Box 4430
Stamford, CT 06907-0430
Tel: 203-425-8900
Fax: 203-425-8910
Contact: Jim Delancy
www.HoffmanEngineering.com
Gamma Scientific
8581 Aero Drive
San Diego, CA 92123
Tel 858-279-8034
Fax 858-576-9286
Contact: Eric Nelson
www.gamma-sci.com
Gigahertz Optik
5 Perry Way
Newburyport, MA 01950-4009
Tel: 978-462-1818
Fax: 978-462-3677
www.gigahertz-optik.com
Maritime Associates Inc.
PO Box 1788
Crystal Bay, NV 89402
Tel: 775-832-2422
Fax: 775-832-2424
Contact: Mr. John Allen
www.marinesigns.com
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C.2 Underwriters’ Laboratories (UL)
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Underwriters’ Laboratories (UL) has issued UL 1994, Standard for the Safety of
Emergency Lighting and Power Equipment [B18] 5 . UL 1994 includes requirements for
photoluminescent and externally powered systems for installation on floors or on wall (at
or near the floor) to provide a visual delineation of the path of egress during emergency
situations.
While this APTA LLEPM standard contains requirements consistent with the general
concepts of UL 1994, the UL tests and performance criteria are not appropriate to
evaluate rail passenger car LLEPM.
UL staff have indicated their interest in developing a testing and listing protocol to
evaluate active and passive LLEPM systems used in rail passenger cars, based on the
provisions contained in Annexes B and C of this APTA standard.
C.3 Deutsche Industrie Norm (DIN)
DIN 67510, German Standard: Phosphorescent Pigments and Products [B9] is currently
being revised to allow for extrapolation of luminance values for any time period, e.g. 90
minutes, based on data collected at only 10, 30 and 60 minutes (values subject to
change). Extrapolation reduces testing time and costs. Future instruments may be offered
for sale with the extrapolation function built in and provide the advantage of conducting
measurements in less time at less cost. Accordingly, ASTM E 2073-00 (see Annex B),
which is based on DIN 67510, may be revised. The procedures detailed in Annex D.2.2
above may also be revised.
5 The numbers in brackets correspond to those of the bibliography in Annex A
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Annex D (informative)
Passive LLEPM field test and criteria
D.1 Technical considerations
There are three variables that affect the visibility of the LLEPM signs:
a) Illuminance charging levels provided by ambient light
b) Amount of time that the sign is exposed to light
c) Type of activating light source
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An illumination level of 5 foot-candles (fc) has been shown to provide adequate charging
light for LLEPM material to meet the criterion of 7.5 mcd/m 2 in rail passenger cars, 1.5
hours after normal power is removed. Adequate light for HPPL charging to meet the 7.5
mcd/m 2 criterion is generally available at all locations, except directly under the seats or
if there are overhangs or other obstructions that block light from reaching the LLEPM.
Another variable is the available HPPL charging time. To meet the 7.5 mcd/m 2 criterion,
the adequate charging time at 5 fc would be at least 30 minutes from dark storage to
departure. Most HPPL materials reach saturation at about 30 minutes. The standard time
for the test procedure is set at 60 minutes to make certain that all samples have reached
saturation and to make the results less sensitive to small errors in the timing of
measurements. While 5 fc provides adequate charging light with cool-white fluorescent
lighting, warm-white fluorescent or incandescent lights are less effective at charging. If
warm-white fluorescent or incandescent fixtures are used, the minimum actual charging
level may need to be increased 20 to 50 per cent respectively to ensure that the charging
level and time for LLEPM products is adequate.
As a general rule, if the value of the ambient illuminance level (fc) at the location where
the product is installed, multiplied by the number of minutes of exposure to a light source
(natural or artificial), exceeds 150, then the charge is adequate.
In addition, some samples of HPPL material may be more efficient than others at
absorbing an ambient light charge, thus actual charging times may differ. However, It
should also be noted that for the same charging time (but in locations where the
illuminance on the surface of the HPPL signs is higher for the same amount of time; e.g.,
20 fc for 60 minutes), the sign luminance may be only be increased by 25%.
Finally, proper placement must avoid damage from cleaning.
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D.2 Verification of compliance options
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Compliance with this standard is ultimately the responsibility of the railroad. One of the
two options described below shall be followed by the railroad and HPPL material
manufacturer/supplier to verify that the LLEPM products, as installed in their final
configuration and location, meet the minimum luminance criterion of 7.5 mcd/m 2 , after
1.5 hours from the removal of normal and emergency lighting,
D.2.1 Illuminance
To confirm that the HPPL material is installed in locations that receive adequate
charging, illuminance measurements shall be taken on the surface of the material as
installed in all locations (including any protective layer or cover), with an illuminance
meter. Two suggested instruments that can be used to conduct the measurements are the
Minolta T-10 or the Extech 401036. (Others are available from Hagner Instruments,
Gigahertz Optik, and LMT-Berlin). All offer serial data outputs for logging
measurements directly to a computer. The charging source shall consist of the actual light
fixtures used in the car. If light diffusers are used on the fluorescent light fixtures, the
measurements shall be made with the light diffusers in place. The minimum illuminance
value measured directly on the surface of the LLEPM material shall be 5 fc.
D.2.2 Luminance
It is not expected that railroads will themselves conduct luminance measurements of the
HPPL material used for LLEPM products installed in their cars due to the technical
complexity of measuring the luminance performance. However, this option may be used
by the LLEPM manufacturer/supplier, in cooperation with the railroad, to confirm that
HPPL materials, as installed in their final configuration and location, meet the minimum
7.5 mcd/m 2 , 1.5 hours after normal and emergency power is removed (instead of the
option described in D.2.1).
When a car to be tested arrives:
a) When a railcar to be tested arrives, immediately place strips of gaffer’s tape or other
opaque tape (duct tape cannot be used because it transmits too much light) on each
installed LLEPM strip. These tape strips must prevent any ambient light from
charging the signage.
b) Wait at least 48 hours to begin testing (see Items D.2.2.l and D.2.2.m for correction
factors).
c) Prior to testing, the temperature of the railcar interior must be stabilized in the normal
operating range, 77 +/- 5°F. (Cars stored outside in cold weather are likely to show
seriously degraded performance, if they are tested before being warmed to normal
temperatures).
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d) Begin the test by making the railcar interior completely dark. This may be done by
placing the car in a dark area of the shop (car wash, etc.), working out-of-doors at
night, or by masking all windows and doors with heavy paper. Close all doors. Make
sure no other personnel will attempt to enter the car during the test procedure.
e) Turn on normal interior lighting, make sure all fixtures are operating, and wait 20
minutes to ensure that all tubes have reached stable operating temperatures.
f) Start stopwatch and go through car quickly peeling back opaque tape. Leave about
three inches in place to mark the location of each covered area.
g) Be sure that emergency lighting circuits are disabled.
h) Exactly 60 minutes after tape was peeled back, shut off all lighting.
i) Exactly 90 minutes later (stopwatch reads 2 hours, 30 minutes), begin taking
luminance readings using a luminance meter as described in Annex B, at each
location previously covered by the opaque tape immediately adjacent to portion of the
tape remaining. This procedure requires a two-person team: one to place the detector
and call out readings, the other to write them down on a data sheet. Both persons
must be equipped with small, red-filtered flashlights to see what they are doing. (Red
light does not charge photoluminescent materials.) The measurements should be
made in the same order that the tape was peeled back so they are all made 2 hours and
30 minutes (+/-10 seconds), after the moment of peel back. With practice, a dozen
measurements can be completed in less than three minutes.
j) If the period that the LLEPM samples were covered by opaque tape was four days or
longer and the HPPL materials are wider than the detector aperture of 1.38 inches (35
mm), no adjustments to the data are necessary. Take a simple arithmetic average of
the samples. If the average exceeds 7.5 mcd/m 2 , the car has passed. If these
conditions are not satisfied, perform the following corrections before taking the
average.
k) If the dimensions of the LLEPM samples to be measured are less than the luminance
sensor aperture: 1.97 in. (50 mm) or 1.38 inches (35 mm), a special aperture plate
should be ordered with a diameter slightly less than the width of the strips. The
luminance meter manufacturer will supply a correction factor for this plate. Each
reading must be multiplied by this correction factor.
l) Alternatively, a correction factor can be determined for a standard aperture by
calculating the ratio of its area to that of the area of HPPL material within the
aperture. The equation for this trigonometric calculation is found in several standard
handbooks, and Volpe staff will supply values on request for any given HPPL
material width. For example, a HPPL sample of 1.3 inch (33 mm) width requires a
correction factor of 1.016 for a 35 mm aperture. These correction factors assume that
the detector is precisely centered on the material when the measurements are taken.
Hence, it is better to order a special aperture plate so that it is easy to center the
detector on the material.
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m) The minimum darkness period to condition the HPPL material is 48 hours. If the
period during which the samples are covered by opaque tape is less than four days, an
additional correction is required. Subtract the values in the following table from the
measured luminance value:
n) Example:
Covered period
48 to 72 hours 0.2
72 to 96 hours 0.1
Greater than 96 hours 0
4.22
Correction value
(mcd/m 2)
The purpose of this correction is to compensate for the small amount of residual
charge that may remain in the HPPL material from before the time it was covered
with opaque gaffer’s tape.
o) Although luminance meter averages are used to indicate that the LLEPM meet
minimum criteria of 7.5 mcd/m 2 , if individual HPPL segments are noticeably less
bright, or any other indication is seen that the LLEPM does not meet the criteria
described in Section 5 of this standard, gaps exist between segments that are greater
than 18 inches and alternative corrective actions must be taken to increase light
output.
D.3 Alternatives to increase light output
If during the rail car interior field tests, the performance of the HPPL material fails to
meet the criteria of illuminance of 5 fc using normal lighting or luminance of 7.5 mcd/m 2
after normal power is removed for 1.5 hours as measured directly on the material surface,
there are several alternative actions that can be taken to increase the HPPL light output
levels:
a) All of the light fixtures near the LLEPM test samples should be checked to ensure
proper working order.
b) Light fixtures must be clean and the diffusers not yellowed with age. Old, dirty
fixtures have been measured with less than half the light output of clean ones with
new diffusers.
c) Fluorescent tubes should be checked to ensure they are not near the ends of their
service lives, where light output drops significantly.
d) Incandescent lamps or warm white tubes should be replaced with cool, white
fluorescent tubes.
e) Existing fluorescent tubes should be replaced with those of recent design that provide
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APTA SS-PS-004-99, Rev. 1
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10-15% more light for the same wattage rating and double the service life.
f) If the luminance performance criteria cannot be met after taking any of the above
actions, the field tested HPPL materials must be replaced with HPPL materials that
demonstrate greater performance than the lab test minimum criteria of 7.5 mcd/m 2 ,
1.5 hours after normal power is removed. Some HPPL materials can meet the
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