red light above dichlights on loco

[BigJim]

coopers
Maybe I’m just used to it being from the U.S. but doesn’t it seem kind of dangerous to not have some kind of marker for the end of a train? Ideally a train shouldn’t crash into the back of another one but that to me seems like just one more last ditch effort to warn people there’s a parked train sitting in that dense fog or heavy sno storm…must be somewhat useful if the U.S. requires it. Just curious.

When an engine is on the rear of a train, the rear headlight is left on dim as the rear end marker.

This has been the rule long before the EOT came into being. For an example as in light unit moves.

[Dakguy201]

I wonder if these lights serve any purpose at all. Given the stopping distances of modern freight trains, by the time the light is visible is a rear ender already inevitable? If you are on a multitrack line, does the marker become visible some distance before it is apparent it is occupying your track?

I suppose reducing the speed at which any hit occurs is desirable but perhaps that is the best that can be anticipated.

[CSSHEGEWISCH]

That might be an issue in dark territory if a lap order was issued in the track warrants. In signalled territory, the engineer would have to ignore the wayside signals (riding the yellow?) for such a situation to occur.

[BaltACD]

I wonder if these lights serve any purpose at all. Given the stopping distances of modern freight trains, by the time the light is visible is a rear ender already inevitable? If you are on a multitrack line, does the marker become visible some distance before it is apparent it is occupying your track?

I suppose reducing the speed at which any hit occurs is desirable but perhaps that is the best that can be anticipated.

The reality of railroading is that unless you are operating at ‘Restricted Speed’ you are operating at a speed that will normally be faster than your visual stopping distance.

Restricted Speed normally defined as 'Stopping within 1/2 the range of vision - not exceeding a specified speed (depending upon the specific carrier rules that can be 10-15-20 MPH). The various ‘Approach’ signal indications require stopping at the next signal unless it is displaying some form of indication that permits the train to proceed.

In ‘DARK’ territory, if you don’t have authority to the track, you don’t go.

[zugmann]

The reality of railroading is that unless you are operating at ‘Restricted Speed’ you are operating at a speed that will normally be faster than your visual stopping distance.

And operating restricted speed, you can’t rely on seeing a headlight or marker. Electronic things fail. They are really helpful, but not to be relied upon.

Also, a marker is used to identify the end of a train. That can be important for operations. Eyeing a marker lets you know that a train didn’t leave behind some of its cars back on the main somewhere.

[SD70M-2Dude]

Maybe I’m biased since I work for CN, but I do find the red light useful when trying to spot the end of a train in dark or dim conditions, more so than a dimmed headlight would be since it doesn’t blind you at all (even the dim setting on a locomotive headlight is quite bright).

Of course this only works after you have already seen the light, if you can’t see one and are operating at restricted speed you still have to be able to stop in half the distance you CAN see.

[jeffhergert]

After the use of DP became more common and widespread, UP thought about using a red light on the DP for a marker. I remember one thought was some kind of light that could plug into the MU receptacle.

There were a couple of reasons mentioned as to why a red light might be better than the headlight on dim. (Some mentioned here) In the long run, nothing came of it and the dimmed headlight remains the primary means of marking the end when a DPU is at the end of the train.

Jeff