I sometimes see trains without End of Train Devices…are these not required for some moves? I’ve observed this on both CN and CP around here.
A road switcher type of train, (no crew change, ect).
If the train has a maned caboose with communication with the head end
A distributed power train, with a DP unit in the last third of the train or on the tail end.
There may be other reasons when EOT not required, need to read current CFR on the subject
I’ve been out of the industry for 3 years
There’s lots of places you don’t need an actual EOT device. But you usually still need a marker of some sort - flag, reflector, lantern, fusee, red bag on a stick, red hat…(I’ve seen em all).
From NORAC:
The key point is in the NORAC definition of “marker:”
If you hear on your scanner a roll-by report (required of any employee who may be trackside when a train passes), it will likely include the phrase “marker in place” or a variation thereof.
“…required of any employee who may be trackside when a train passes…”
Also required of any ex-employee and most railfans by force of habit. Can YOU watch a train go by without inspecting it (and counting cars)? Didn’t think so.
From the GCOR.
5.10 Markers
A marker of the prescribed type must be displayed on the trailing end of the rear car to indicate the rear of the train.
5.10.1 Highly Visible Markers
Display a highly visible marker at the rear of every train as follows:
A marker equipped with a functioning photo-electric cell will automatically illuminate at the appropriate time.
When an engine is operating without cars or is at the rear of the train, the trailing headlight illuminated on dim may be used as a marker. Inspection of Marker
When a highly visible marker is required, a qualified employee must inspect it at the initial terminal and at each crew change point. To determine if the marker is functioning properly, the employee will inspect it by observation or by telemetry display in the cab of the engine. The engineer must be informed of the results of the inspection.
5.10.2 Alternative Markers
Display a reflector, red flag, or light fixture at the rear of the train as the marker when any of the following conditions exists:
On my railroad, CSX you don’t have to have EOTs on every train that goes out on the main track. I believe it is the same on other railroads too; the rules just might be worded differently from CSX’s rules.
ON CSX you don’t need and EOT under the following conditions:
Helper Service
Light Engine Moves
Trains with 4,000 trailing tons or less operating on a 2% grade not exceeding 30MPH
Trains with more than 4,000 trailing tons operating on less than a 1% grade not exceeding 30MPH.
As defined in Special Instructions. Or in other words your Division Instructions which supersede the General Operating Rules.
My demented mind has one of those red-hat gals riding the end of the train.
Thanks for the funny (scary?) mental image, zug.
Ulrich, I’m assuming the CN and CP observations would be in Canada? If so, as per CROR they are not trains, they are transfers. Transfers can be out on the mainline without an SBU(EOT) and a maker is not required. However they are restricted to 15 MPH.
Quoting CROR:
**
TIBS= Train Information and Braking System. Entire system that encompasses the SBU(EOT) and IDU(HOT).
Just hope that marker doesn’t “flash”. Else you may set off the dragging equipment detector…
Sorry.
This subject is pretty thoroughly covered in FRA rules, and the individual railroads’ operating rules likely mirror the FRA requirements. In the first place, there is a difference between a rear end marking device and an EOT. A rear end marking device (covered by 49 CFR Part 221) is just that – a marking device. It’s essentially a tail light, that must be displayed one hour before sunset to one hour before sunrise, or during periods when weather restricts visibility. It does not have to be displayed during normal daylight hours.
An end of train device (EOT) will normally incorporate the functions of a rear end marker, but it is more than just a tail light. An EOT reports various information to the engineer by telemetry and typically has the capability to intiate an emergency brake application by telemetry from the head end. Unlike a rear end marker, the requirement to have an EOT (contained in FRA power brake rules, 49 CFR Part 232), doesn’t depend on “day or night” or on visibility. Rather it applies based on particular types of trains (generally greater than 4,000 trailing tons) and the gradiants over which the trains operate. There are a number of exceptions which I won’t try to summarize. But one of the exceptions covers trains with a loco at the rear capable of making an emergency application by a telemetry command. That effectively excepts trains with distributed power consists at the rear.
See 49 CFR 232.401-409 if you want further information on the design standards for EOT devices and when they are required to be used. The regulations may be viewed at the following website:
http://www.access.gpo.gov/nara/cfr/waisidx_09/49cfrv4_09.html
Are the ETD’s owned by the individual railroads? If so, what happens if a train traverses several
railroads across the country, Does the ETD stay with that individual freight car, or is the ETD changed
with the railroad who takes it over the second or third portion of the trip?
All the CSX light engine moves I’ve seen recently (as well as the one Amtrak move I’ve seen) have all carried markers. This was on the Boston Line. While they aren’t required, do railroads have a preference for makers over dimmed rear headlights?